Materials handling vehicle technology monitor

ABSTRACT

A materials handling vehicle technology monitor receives wirelessly, from a fleet of materials handling vehicles, electronic vehicle records. Each electronic vehicle record includes technology feature data recorded by a controller on an associated materials handling vehicle. Typically, the electronic vehicle record is generated in response to a corresponding technology feature on the materials handling vehicle being operated in a work environment. Moreover, each electronic vehicle record includes an operator identification of an operator of the materials handling vehicle at the time the technology feature data is recorded. The monitor also generates for each operator, an electronic measurement based upon a comparison of expected technology feature usage, e.g., a threshold, compared to the technology feature data in the received electronic vehicle records, which are associated with the corresponding operator. The process further comprises outputting to a dashboard, a graphical representation of the generated measurements.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 63/032,621, filed May 30, 2020, entitled “MATERIALSHANDLING VEHICLE AUTOMATION MONITOR”, the disclosure of which is herebyincorporated by reference.

FIELD

Various aspects of the present disclosure relate generally to the use oftechnology features on materials handling vehicles, and moreparticularly to the monitoring, management, control, modification, andcombinations thereof, of materials handling vehicles, technologyfeatures on materials handling vehicles, and working environments thatsupport such technology features.

BACKGROUND

Materials handling vehicles are commonly used for picking stock inwarehouses and distribution centers. Such vehicles typically include apower unit and a load handling assembly, which may include load carryingforks. The vehicle also has control structures for controlling operationand movement of the vehicle. Moreover, wireless strategies are deployedby various enterprises to improve the efficiency and accuracy ofoperations.

For instance, in a typical warehouse implementation, a forklift truck isequipped with a communications device that links a correspondingforklift truck operator to a management system executing on anassociated computer enterprise via a wireless transceiver. Essentially,the communications device is used as an interface to the managementsystem to direct the tasks of the forklift truck operator, e.g., byinstructing the forklift truck operator where and/or how to pick, pack,put away, move, stage, process or otherwise manipulate items within afacility.

BRIEF SUMMARY

According to aspects of the present disclosure, a process forimplementing a materials handling vehicle technology monitor isprovided. The method comprises receiving wirelessly, from a fleet ofmaterials handling vehicles, electronic vehicle records. Each electronicvehicle record comprises technology feature data recorded by acontroller on an associated materials handling vehicle. Typically, theelectronic vehicle record is generated in response to a correspondingtechnology feature on the materials handling vehicle being operated in awork environment, but other triggers can cause an electronic vehiclerecord to be generated. Moreover, each electronic vehicle record caninclude an operator identification of an operator of the materialshandling vehicle at the time the technology feature data is recorded.The process also comprises generating for each operator, an electronicmeasurement based upon a comparison of an expected technology featureusage, e.g., a threshold, compared to the technology feature data in thereceived electronic vehicle records, which are associated with thecorresponding operator. The process further comprises outputting to adashboard, a graphical representation of the generated measurements.

According to still further aspects of the present disclosure, a processfor implementing a materials handling vehicle technology monitor isprovided. The process comprises receiving wirelessly, from a fleet ofmaterials handling vehicles, electronic vehicle records. Each electronicvehicle record comprises technology feature data recorded by acontroller on an associated materials handling vehicle, e.g., inresponse to a corresponding technology feature on the materials handlingvehicle being operated. Each electronic record can include an operatoridentification of the operator of the materials handling vehicle at thetime the technology feature data is recorded. The process furthercomprises generating for each operator, an electronic measurement basedupon a comparison of expected technology feature usage data compared tothe electronic vehicle records associated with the operator. Also, theprocess comprises outputting to a dashboard, a graphical representationof the generated measurements. In some embodiments, the process alsocomprises analyzing the generated measurements to determine whetherthere is a detectable equipment issue based upon rules extracted from arules engine, that is adversely affecting the comparison for at leastone operator. Still further, the process comprises automaticallygenerating an electronic signal that addresses the detected equipmentissue.

According to aspects of the present disclosure, a process forimplementing a materials handling vehicle feature monitor is provided.The process comprises receiving wirelessly, from a fleet of materialshandling vehicles, electronic vehicle records. In this regard, eachelectronic vehicle record comprises travel-related data recorded by acontroller on an associated materials handling vehicle environment, andan operator identification of the corresponding operator of thematerials handling vehicle. The process also comprises parsing thevehicle records for each vehicle operator to extract dashboard data.Here, the dashboard data can include a travel distance that thematerials handling vehicle has traveled, e.g., responsive to thecorresponding operator using a remote-controlled travel function over apredetermined time period, a total travel distance that the materialshandling vehicle has traveled over the predetermined time period, etc.The process still further comprises establishing an expected traveldistance under remote control to total travel distance for thepredetermined period of time. Yet further, the process comprisesgenerating for each operator, an electronic measurement of the expectedtravel distance under remote control to total travel distance for thepredetermined period of time compared to the recorded travel distanceunder remote control to total travel distance for the predeterminedperiod of time, and outputting to a dashboard, a graphicalrepresentation of the generated measurements.

According to yet further aspects of the present disclosure, a materialshandling vehicle is provided, which is suitable for use with a materialshandling vehicle feature monitor. The materials handling vehiclecomprises a power unit having a traction motor controller coupled to atraction motor that drives at least one steered wheel of the materialshandling vehicle. The materials handling vehicle also comprises atechnology feature, e.g., a remote-control receiver that pairs with awireless remote-control device. The materials handling vehicle alsocomprises a transceiver that wirelessly communicates with a remoteserver computer. Still further, the materials handling vehicle comprisesa controller on the industrial vehicle that is coupled to memory.

In an example embodiment, the controller runs program code stored in thememory to receive a command from the remote-control receiver toimplement a function responsive to the remote-control receivercommunicating with the paired remote-control device, and communicate acommand to a traction motor controller to cause the materials handlingvehicle to automatically advance responsive to the command to implementthe remote-controlled travel function. The controller further runsprogram code to generate a vehicle record comprised of materialshandling vehicle travel-related data associated with theremote-controlled travel function and transmit the generated vehiclerecord, by the information linking device, to the remote server to loguse of the remote-controlled travel function.

In some embodiments, responsive to monitoring the feature usage,feedback and control is carried out to modify a corresponding materialshandling vehicle. The modification can be initiated by a remote serveror by a processor on the materials handling vehicle itself. As anon-limiting example, a remote server can analyze an electronicmeasurement of an expected travel distance under remote control to totaltravel distance for a predetermined period of time compared to arecorded travel distance under remote control to total travel distancefor the predetermined period of time, and responsive thereto, initiate amodification to the materials handling vehicle, e.g., by adjusting anoperating parameter of the technology feature, or of the materialshandling vehicle itself. As another non-limiting but illustrativeexample, a processor on the materials handling vehicle can monitor usageof a feature (e.g., remote controlled travel function feature). Byquerying task information, the processor can, for example, deny a remotestart/remote travel command if a next pick operation is too far awayfrom a current position of the materials handling vehicle. Analogously,the processor can deny a remote start/remote travel command where a nextpick is too close to a current position of the materials handlingvehicle. Other examples are provided, as set out in greater detailherein.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIG. 1 is a schematic view of an operating environment for materialshandling vehicles;

FIG. 2 is a side view of a materials handling vehicle having atechnology feature that implements a remote-controlled travel function;

FIG. 3 is a schematic diagram of several electrical components of amaterials handling vehicle that support one or more technology features;

FIG. 4 is a block diagram of a system for usage and usage trendtechnology feature monitoring and control;

FIG. 5 is a process for implementing a materials handling vehiclefeature monitor;

FIG. 6 is a schematic illustration of a display, which can be mounted ona materials handling vehicle, where a graphical user interface presentsa dashboard of technology feature metrics;

FIG. 7 is a schematic illustration of a display, where a graphical userinterface presents a dashboard of technology feature metrics;

FIG. 8 is a block diagram of a system for usage and usage trendtechnology feature monitoring and control;

FIG. 9 is schematic of a vehicle-mounted display that outputs adashboard of widgets directed to materials handling vehicle and/oroperator technology features;

FIG. 10 is schematic of a tablet display that outputs widgets directedto a specific fleet of materials handling vehicle and/or operatorstechnology features;

FIG. 11 is a block diagram of a system for proficiency technologyfeature monitoring and control;

FIG. 12 is a block diagram of a system for technology feature statusmonitoring and control;

FIG. 13 is a block diagram of a system for technology feature mapversion monitoring and control; and

FIG. 14 is a block diagram of a computer system having a computerreadable storage medium for implementing functions according to variousembodiments as described in greater detail herein.

In the following detailed description of the illustrated embodiments,reference is made to the accompanying drawings that form a part hereof,and in which is shown by way of illustration, and not by way oflimitation, specific embodiments in which the disclosure may bepracticed. It is to be understood that other embodiments may be utilizedand that changes may be made without departing from the spirit and scopeof various embodiments of the present disclosure.

DETAILED DESCRIPTION

A materials handling vehicle can be equipped with one or more“technology features”. As used herein, a technology feature is any oneor more of: a vehicle capability that an operator has the choice ofusing or not using; a vehicle capability that an operator has the choiceof when to use (e.g., if used at all), e.g., in the course of performinga task; a vehicle capability where an operator has a choice in themanner in which the vehicle capability affects operation of thematerials handling vehicle (e.g., when used); a vehicle capability thatan operator must actively enable, actuate, operate, etc., to engage,enable, or otherwise use, or combination thereof.

In this regard, proper usage of such a technology feature can bringabout one or more benefits, which may include increased vehicle batterylife (including increased time between need for charges), reduce wear onthe materials handling vehicle, increase the time between the need forservice or maintenance, reduce operator fatigue, combinations thereof,etc. Likewise, it is possible that improper use of such a technologyfeature can bring about one or more negative outcomes, which may includedecreased battery life (e.g., shortened time between need for charges),decreased time between service or maintenance, increased operatorfatigue, combinations thereof, etc.

Introduction: Assistive Technology Feature

By way of an illustrative example, an industrial vehicle can be equippedwith a technology feature such as an assistance system that providesautonomous operation, semiautonomous operation, remote-controlledoperation, or a combination thereof. However, the assistance system mustbe used properly in order to be effective.

Briefly, an example comprises a remote-controlled travel function. Touse the remote-controlled travel function, an operator presses a buttonon a wireless transmitter, which causes an associated materials handlingvehicle to travel forward based upon a predetermined criteria, withoutthe assistance or need for an operator to be physically on and operatingthe materials handling vehicle. This allows an operator to walkalongside or behind the materials handling vehicle in order to preparefor a next task. Since this is a remote-control operation, the operatorhas the option to use (or not use) the remote-controlled travelfunction.

Introduction: Auto-Positioning Technology Feature

By way of another illustrative example, a materials handling vehicle maybe equipped with a technology feature such as an auto-positioning system(APS). The auto-positioning system automatically plans, then controls amaterials handling vehicle to automatically follow a predefined routefrom a current position to a next position, following a calculated mostefficient path that blends lift and travel functions to optimize thetime and/or energy efficiency required to reach and automatically stopat a next rack location. In this regard, the auto-positioning system canaccount for features such as travel distance, travel path, and liftheight to optimize the path.

However, an operator typically has the option to use APS or to not useAPS. Moreover, in some embodiments, the operator may be able to exercisecontrol over when to engage the APS relative to the destinationlocation. For instance, an operator may initiate auto-positioning totravel to a next location by manually programming the next position, orthe materials handling vehicle may automatically obtain the nextlocation, e.g., by interacting with a warehouse management system on aremote server.

Introduction: End of Aisle Control Technology Feature

By way of a yet another illustrative example, a materials handlingvehicle may be equipped with a technology feature such as an End AisleControl (EAC). End aisle control is implemented to automate how amaterials handling vehicle responds when approaching an end of an aisle,when approaching an intersection, or other region of operationdesignated by the EAC. Briefly, when a vehicle enters a boundary definedby or otherwise recognized by the EAC, a processor on the vehicle takescontrol of the vehicle's motive controls (e.g., traction control module,brake module, etc.), to bring about control of the materials handlingvehicle, e.g., to stop or slow down within the designated boundary.

For instance, in some embodiments, EAC may bring a materials handlingvehicle to a stop when the vehicle reaches a designated position, suchas the end of an aisle. In other embodiments, EAC may slow down thematerials handling vehicle, e.g., such as when traveling across anintersection. For instance, the EAC may slow down a materials handlingvehicle to a selectable speed. In still other embodiments, EAC may be aselectable feature, e.g., to slow or stop the materials handling vehiclein response to approaching an EAC boundary. Also, the EAC may beactivated by an operator-initiated control or action, thus, a materialshandling vehicle response to an EAC boundary may be dynamic, e.g.,depending upon when the EAC was activated.

Introduction: Auto Fence Technology Feature

Still another example technology feature is an auto fence technologyfeature. The auto fence (AF) capability, when engaged, utilizesgeo-features, e.g., using RFID tags, ultra-wideband badges,environmental based location tracking, virtual markers e.g., mapped tophysical locations within a facility, combinations thereof, etc., todefine control regions. Auto fencing enables numerous uses, such as toset up speed or height zones, automatically slow vehicle travel speed,stop or limit lift height based on the location of the vehicle in adesignated zone, etc. In some embodiments, AF may be activated by anoperator-initiated control or action, thus, a materials handling vehicleresponse to an AF geo-feature may be dynamic.

Introduction: Rack Height Select Technology Feature

Still another example of a technology feature is a rack height select(RHS) feature, which allows various fork height settings to bepre-programmed such that, upon operation of a control, the forks of thematerials handling vehicle raise to a pre-programmed height. Briefly, anoperator can repeatedly raise a vehicle's forks to a known height (e.g.,corresponding to various rack heights) by selecting a correspondingpreset in a rack height select interface. Yet again, the operator hasthe choice on whether to use rack height select.

Introduction: Multi-Task Control Handle Technology Feature

Still another example technology feature is a multi-task control handle,e.g., which blends hydraulic control functions and traction controlfunctions. By way of example, an operator can “blend” traction and lift,e.g., begin to raise the forks on a materials handling vehicle as thevehicle approaches a destination bin so that the forks are at or nearthe correct height by the time the vehicle arrives at the destination.This is an example of a technology feature where an operator has achoice of “when” to use the technology feature (if at all), becauseoperator interaction with the multi-task handle controls when the“blend” begins, and operator interaction with the multi-task controlhandle controls the ratio of lift to traction (speed at which the loadis raised or lowered to the speed at which the vehicle approaches thedestination).

Introduction: Travel Speed Technology Feature

Yet another example of a technology feature is a “turtle/rabbit” travelspeed switch that allows a materials handling vehicle to have a travelsetting for easier operator control for maneuvering (turtle), and atravel setting for situations that require relatively less maneuveringwithin a given travel path (rabbit), with increased top travel speedcompared to the turtle setting. The travel speed switch is an examplewhere an operator has a choice in the manner in which the vehiclecapability affects operation of the materials handling vehicle, becausethe operator has control of what position the switch is in, and when tochange the switch position.

Other examples of technology features can be implemented within thespirit of the present disclosure herein. For example, certain technologyfeatures can be accessed and controlled by an operator during normal useof a materials handling vehicle. Such uses may involve or otherwiseaffect vehicle movement, limitations on control (e.g., adjusting setpoints), automating or semi-automating temporary interactions (e.g.,automated or semi-automated aisle passing maneuvers), etc. Such uses mayalter or control vehicle load handling capabilities, e.g., lift height,load weight limits, tugger capability, etc. Such technology may also beoperator-centric, e.g., by selecting and/or customizing technologyfeature performance, controlling informational indicators such aslights, dashboard output, display output, etc.

Notably, a given technology feature must be used properly in order to beeffective. Moreover, the technology feature on each materials handlingvehicle in a fleet must be adequately maintained to ensure consistentand effective operation. In this regard, traditional technology featuresdo not provide any way to monitor usage, e.g., by individual operatorsor groups of operators. As such, a technology feature can go largelyunused, overused, or misused, if an operator is not adequately trainedin how to operate the technology feature in the context of the task athand. Moreover, traditional technology features do not provide any wayto monitor state of health, operability, proper calibration, tuning,wear, or other serviceable conditions. As such, maintenance and serviceof a technology feature can be neglected, rendering the technologyfeature non-operable.

In view of the above, disclosed herein is a materials handling vehiclefeature monitor that monitors materials handling vehicle feature usage.Also disclosed herein is a materials handling vehicle technology systemthat monitors, manages, controls, modifies (e.g., to tune a technologyfeature to a specific set of conditions, optionally including dynamicconditions, such as environmental conditions, operator conditions,etc.), combinations thereof, etc., materials handling vehicle technologyfeature usage. In a practical application, a materials handling vehicletechnology feature monitor is implemented as a control center thatactively monitors one or more technology features across a fleet ofvehicles. The control center monitors how technology features are beingused by operators. Based upon this information, the control centerprovides information about operators' usage of a technology feature, thedevelopment of the operator's usage of the technology feature over time,technical issues preventing operators from using the technology feature,combinations thereof, etc.

In some embodiments, the control center also provides feedback basedupon the monitored information. For instance, feedback may be to theoperator (e.g., in real-time, during usage). Feedback may also be to amaterials handling vehicle, e.g., to modify control of the materialshandling vehicle, to modify set points, to change a performance tuningof the materials handling vehicle, etc. Yet further, feedback may be tothe technology feature on the associated materials handling vehicleitself, e.g., based upon actual measured usage (or lack thereof), e.g.,to effect updates, to “tune” performance of the technology feature(e.g., by modifying setpoints, operating parameters of the specifictechnology feature, etc.), etc., including the ability to control thetechnology feature to take some action, etc., as will be described ingreater detail herein.

In still some other embodiments, the control center provides a feedbackto monitor, program, control, modify, or otherwise affect an environmentin which a technology feature is used, as will be described in greaterdetail herein.

According to still other embodiments herein, proper usage of technologyfeatures can bring about further improvements, including efficiency ofoperation, which can lead to increased productivity. Correspondingly, itis possible that improper use of such technology features can causedecreased efficiency of operation, which can lead to decreasedproductivity.

System Overview

Referring now to the drawings and in particular to FIG. 1, a schematicdiagram illustrates a materials handling vehicle system 100 thatincludes a plurality of hardware-equipped processing devices 102 thatare linked together by one or more network(s) 104.

The network 104 provides communications links between the variousprocessing devices 102 and may be supported by networking components 106that interconnect the processing devices 102, including for example,routers, hubs, firewalls, network interfaces, wired or wirelesscommunications links and corresponding interconnections, cellularstations and corresponding cellular conversion technologies (e.g., toconvert between cellular and TCP/IP, etc.). Moreover, the network(s) 104may comprise intranets, extranets, local area networks (LAN), wide areanetworks (WAN), wireless networks (WiFi), the Internet, including theworld wide web, ad-hoc networks, localized networks, mesh networks(e.g., between two or more processing devices 102), cellular and/orother arrangements for enabling communication between the processingdevices 102, etc.

A processing device 102 can be implemented as a server, personalcomputer, laptop computer, tablet, purpose-driven appliance, internet ofthings (IoT) device, special purpose computing device, cellular deviceincluding a smartphone, an information processing device on a vehicle,an information processing device on a machine (fixed or mobile), orother device capable of communicating over the network 104.

Particularly, a processing device 102 is provided on one or morematerials handling vehicles 108. In the example configurationillustrated, a processing device 102 on a materials handling vehicle 108wirelessly communicates through one or more technologies, e.g., viaWi-Fi access points 110 to a corresponding networking component 106,which serves as a connection to the network(s) 104. As another example,a materials handling vehicle 108 can be equipped with cellular or othersuitable wireless technology that allows the processing device 102 onthe materials handling vehicle 108 to communicate directly with a remotedevice (e.g., over the network(s) 104).

The system 100 also includes a processing device implemented as a server112 (e.g., a web server, file server, and/or other processing device)that supports a platform 114 and corresponding data sources(collectively identified as data sources 116). In example embodiments,the platform 114 can be utilized to implement the control center(feature monitor), as described more fully herein. For instance,materials handling vehicles 108 are typically operated in a workenvironment such as a warehouse, distribution center, retailestablishment, etc. As such, the platform 114 provides materialshandling vehicle monitoring, management, control, or combinationsthereof.

As noted more fully herein, materials handling vehicles 108 can beequipped with one or more technology features that require training andexperience to use effectively. As such, the platform 114 providestechnology feature monitoring, management, control, or combinationsthereof, e.g., in response to technology feature usage (and optionallyin response to lack or usage lack thereof).

In the illustrative example, the data sources 116, which need not beco-located, include databases that tie processes executing for thebenefit of an enterprise, from multiple, different domains. In theillustrated example, data sources 116 include a materials handlingvehicle information data source 118 that collects data from theoperation of materials handling vehicles 108, e.g., in a materialshandling vehicle domain. By way of example, the materials handlingvehicle information database can store electronic vehicle records, e.g.,received wirelessly, from a fleet of materials handling vehicles. Inthis regard, each electronic vehicle record can comprise travel-relateddata, operational data, maintenance data, observational data,configuration data, component state data, measured sensor data, impactdata, or other information recorded by a processing device 102 on anassociated materials handling vehicle 108. Each electronic vehiclerecord can also include an operator identification of the correspondingoperator of the materials handling vehicle.

Data sources 116 can also include a management system data source 120,e.g., a warehouse management system (WMS). The WMS relates informationto the movement and tracking of goods within the work environment in aWMS domain. As such, in some embodiments, WMS data (alone or incombination with data from one or more other data sources, such as thematerials handling vehicle information data source 118) can be utilizedto select, define, refine, etc., characteristics affecting operation ofa technology feature, e.g., a threshold or threshold rangecharacterizing remote-control travel distances for the work environment,and other examples as will be described in greater detail herein.

Moreover, data sources 116 can include any other data source(s) 122needed by the work environment, such as a labor management system (LMS),etc. In some embodiments, the system may also include a data source suchas a geo-location system 124 that stores information pertaining togeo-features in an environment, geo-capabilities and/or restrictionsimposed on a materials handling vehicle, e.g., via a technology featureor otherwise. The geo-location data can also include data related topositioning within an environment, e.g., via an environmental-basedlocation tracking system, etc. The above list is not exhaustive and isintended to be illustrative only.

Materials Handling Vehicle

Materials handling vehicles can comprise for example, a low-level orderpicking truck, a forklift truck, reach truck, narrow aisle truck, astacker, a pallet truck, a tow tractor, an order picker, etc. In thisregard, the materials handling vehicle may comprise forks that raise andlower. In other example embodiments, a materials handling vehicle maycomprise a tugger having a hitch or other coupling structure to pushand/or pull loads.

Example Low-Level Order Picking Truck

Referring now to FIG. 2, a materials handling vehicle 208 is illustratedas a low-level order picking truck. The materials handling vehicle 208is one such example of a materials handling vehicle 108 (FIG. 1) andthus like elements are illustrated with like reference numbers 100higher. In this regard, the description of the materials handlingvehicle 108 (FIG. 1) is applied by analogy to the materials handlingvehicle 208 (FIG. 2) and thus different or specific features with regardto the low-level order picking truck will be described in detail.

The illustrated materials handling vehicle 208 includes a load handlingassembly 232 that extends from a power unit 234.

The load handling assembly 232 includes a pair of forks 236, each fork236 having a load supporting wheel assembly 238. The load handlingassembly 232 may include other load handling features in addition to, orin lieu of the illustrated arrangement of the forks 236.

The illustrated power unit 234 comprises a step-through operator'sstation 240 dividing a first end section of the power unit 234 (oppositethe load handling assembly 232) from a second end section (proximate theload handling assembly 232). The step-through operator's station 240includes a platform 242 upon which an operator may stand to drive thematerials handling vehicle 208, e.g., using controls 244, and/or toprovide a position from which the operator may operate various includedfeatures of the materials handling vehicle 208, e.g., controls 244.

In some embodiments, presence sensors 246 may be provided to detect thepresence of an operator positioned within the operator's station 240.For example, presence sensors 246 may be located on, above, under,combinations thereof, etc., the platform 242, or otherwise providedabout the step-through operator's station 240.

A hardware-equipped processing device 202 (analogous to that describedwith reference to processing device 102, FIG. 1) is positioned on thematerials handling vehicle 208, e.g., within the power unit 234. In thecontext of deployment on the materials handling vehicle 208, thehardware equipped processing device 202 is also referred to herein as aninformation linking device 202, as will be described more fully herein.

In the example low level order picking truck, a pole 250 extendsvertically from the power unit 234 and includes one or moreantenna/antennae 252. For instance, one or more antenna/antennae 252 canbe provided for receiving control signals from a corresponding wirelessremote-control device. One or more antenna/antennae 252 can also beutilized to connect the information linking device 202 and/or thematerials handling vehicle 208 to a remote computer device, e.g., theserver 112 (FIG. 1). The antenna/antennae 252 are illustratedschematically, and can in practice, be integrated into the pole 250. Inother example embodiments, the antenna/antennae 252 can be positionedanywhere practical on the materials handling vehicle 208.

A light 254 may be positioned on the pole 250, e.g., at the top of thepole 250. The light 254 can be used as part of a situational awarenesssystem to provide feedback to the vehicle operator and/or pedestrians inthe vicinity of the materials handling vehicle 208.

Also, a display 256 may be mounted to the pole 250 or to anothersuitable location at or near the power unit 234. The display 256provides a graphical user interface that enables an operator to interactwith functions of the materials handling vehicle 208, interact withprogramming and data exchanges with the remote server 112 (FIG. 1) viathe information linking device 202, combinations thereof, etc.

The materials handling vehicle 208 also comprises one or morecontactless obstacle sensors 258. The obstacle sensors 258 are operableto define one or more detection zones, e.g., three detection zones Z1,Z2, and Z3 as illustrated. For example, at least one detection zone maydefine an area at least partially in front of a forward travelingdirection of the materials handling vehicle 208 when the materialshandling vehicle 208 is traveling in response to a wirelessly receivedtravel request, described more fully herein.

The obstacle sensors 258 may comprise any suitable proximity detectiontechnology, such as ultrasonic sensors, image capture devices, infraredsensors, laser scanner sensors, etc., which are capable of detecting thepresence of objects/obstacles or are capable of generating signals thatcan be analyzed to detect the presence of objects/obstacles within thepredefined detection zone(s).

Remote Control Feature

According to aspects of the present disclosure, a system 260 includesthe materials handling vehicle 208, a remote-control device 262, andoptionally, the remote server 112 (FIG. 1), e.g., via wirelesscommunication via the information linking device 202. The system enablesa technology feature such as remote-controlled travel.

The remote-control device 262 is manually operable by an operator, e.g.,by pressing a button or other control, to cause the remote-controldevice 262 to wirelessly transmit a signal designating a travel requestto the materials handling vehicle 208.

In some embodiments, before the materials handling vehicle 208 acceptsthe travel request, the remote-control device 262 may be required topair to a corresponding controller on the materials handling vehicle208, e.g., using Bluetooth, ultra-wide band, or other wirelesscommunication technology.

Although the remote-control device 262 is illustrated in FIG. 2 as afinger-wearable structure, numerous implementations of theremote-control device 262 may be implemented, including for example, aglove structure, a lanyard or sash mounted structure, etc. Using apairing system/protocol ensures that the materials handling vehicle willrespond to travel messages only from the paired wireless remote-controldevice. In some embodiments, pairing is carried out using a PIN code orother authentication, including authentication using near-fieldcommunication (NFC), physical electrical contacts, etc.

In this regard, the materials handling vehicle 208 communicates with theremote server 112 (FIG. 1) over a first wireless connection (e.g., viathe information linking device 202 using Wi-Fi), and communicates withthe remote-control device 262 over a second wireless connection (e.g.,Bluetooth, ultra-wide band, etc.), which is different from the firstwireless connection.

Information Linking Device Integrated with Materials Handling Vehicle

Referring to FIG. 3, a block diagram illustrates an electronic controlarrangement for a materials handling vehicle 308, e.g., any of thematerials handling vehicles 108 of FIG. 1, and/or materials handlingvehicle 208 (FIG. 2). The materials handling vehicle 308 has aprocessing device 302 that is implemented as a special purpose,particular computer, (further designated herein as an informationlinking device 302) that mounts to or is otherwise integrated with thematerials handling vehicle 308. In practical applications, theprocessing device 302 is an example implementation of the processingdevice 102 (FIG. 1) and/or the processing device 202 (FIG. 2).

The information linking device 302 comprises the necessary circuitry toimplement wireless communication, data and information processing, andwired (and optionally wireless) communication to components of thematerials handling vehicle 308, and with the server 112 (FIG. 1), e.g.,via access points 110 (FIG. 1), cellular, other wireless technology,etc.

The illustrated information linking device 302 includes a transceiver304 for wireless communication. Although a single transceiver 304 isillustrated for convenience, in practice, one or more wirelesscommunication technologies may be provided. For instance, thetransceiver 304 can communicate with a remote server, e.g., server 112of FIG. 1, via 802.11.xx across the access points 110 of FIG. 1, supportother wireless communication (e.g., cellular, Bluetooth, infrared (IR),ultra-wide band (UWB), or any other technology), or combinationsthereof. Also, the transceiver 304 may be implemented as a separatecomponent on the materials handling vehicle, which communicates with theinformation linking device 302 across a suitable connection, e.g., a busconnection.

The information linking device 302 also comprises a control module 306,having a processor coupled to memory for implementing computerinstructions, including computer-implemented processes, or aspectsthereof, as set out and described more fully herein. For instance, thecontrol module 306 utilizes the transceiver 304 to exchange informationwith a remote server 112 (FIG. 1) for controlling operation of thematerials handling vehicle 308.

In some embodiments, the information linking device 302 further includespower enabling circuitry 308 controlled by the control module 306 toselectively enable or disable the materials handling vehicle 308 (oralternatively, to selectively enable or disable specific control modulesor vehicle functions such as hydraulic, traction, etc.). For instance,the control module 306 can control the power enabling circuitry 308 toprovide power to the materials handling vehicle 308, to provide power toselect components of the materials handling vehicle 308, to providepower for select vehicle functions, etc., via power line 310, e.g.,based upon operator login, detected geo-features, etc.

In some embodiments, the information linking device 302 includes amonitoring input output (I/O) module 312 to communicate via wired orwireless connection to peripheral devices attached to or otherwisemounted on the materials handling vehicle 308, such as sensors, meters,encoders, switches, lights, etc. (collectively represented by referencenumeral 314). The module 312 may also be connected to other devices,e.g., third party devices 316 such as RFID scanners, displays, meters,etc. This allows the control module 306 to obtain and processinformation monitored, collected, or otherwise sensed on the materialshandling vehicle 308.

The information linking device 302 is coupled to and/or communicateswith other industrial vehicle system components via a suitable vehiclenetwork 318. The vehicle network 318 is any wired or wireless network,bus or other communications capability that allows electronic componentsof the materials handling vehicle 308 to communicate with each other. Asan example, the vehicle network 318 may comprise a controller areanetwork (CAN) bus, Local Interconnect Network (LIN), time-triggereddata-bus protocol (TTP), RS422 bus, or other suitable communicationtechnology.

In the example configuration, the control module 306 of the informationlinking device 302 connects with, understands and is capable ofcommunication with native vehicle electronic components, such astraction controllers, hydraulic controllers, modules, devices, busenabled sensors, displays, lights, light bars, sound generating devices,input/output devices, etc. (collectively referred to by reference 320).

In some embodiments, the materials handling vehicle 308 can also includefeatures/capabilities that support one or more technology features, suchas an optional environmental-based location tracking system 322, anoptional remote control receiver 324, an optional badge communicator328, an optional display 330, or combinations thereof.

The optional environmental-based location tracking device 322 enablesthe materials handling vehicle 308 to be spatially aware of its locationwithin a dimensionally constrained environment, e.g., a mapped portionof an industrial enterprise. As such, the environmental-based locationtracking device 322 can assist technology features such as AF, APS, andother technology features that use or can be augmented by positioninformation. Here, the environmental-based location tracking device 322can comprise a local awareness system that utilizes markers, includingfiducial markers, RFID, beacons, lights, reflectors, ultrawide-bandbadges, other external devices, combinations thereof, etc., to allowspatial awareness within the industrial (e.g., warehouse, manufacturingplant, etc.) environment. Moreover, local awareness can be implementedby machine vision guidance systems, e.g., using one or more cameras,inertial sensors, vehicle sensors, encoders, accelerometers, gyroscopes,etc.

If the materials handling vehicle 308 implements a technology featuresuch as a remote-controlled travel function, then the materials handlingvehicle 308 can optionally include a remote-control receiver 324. Inalternative embodiments, the remote-control receiver 324 can beintegrated with or otherwise incorporated with the information linkingdevice 302. Likewise, in some embodiments, the information linkingdevice 302 can be integrated into the remote-control receiver 324.

The remote-control receiver 324 includes a transceiver for short rangecommunication with a suitably configured remote-control device 362(e.g., analogous to the remote-control device 262, FIG. 2). In certainillustrative implementations, the remote-control device 362 is worn orotherwise carried by an operator, and can communicate with theremote-control receiver 324, e.g., by way of non-limiting example, whenin a range of about 20-35 meters or less. The remote-control receiver324 can communicate using any proprietary or standardized communicationprotocol including Bluetooth (over IEEE 802.15.1), ultra-wideband (UWB,over IEEE 802.15.3), ZigBee (over IEEE 802.15.4), Wi-Fi (over IEEE802.11), WiMax (over IEEE 802.16), etc.

In certain illustrative implementations, the remote-control receiver 324includes at least two or three antennae 326. The availability ofmultiple antennae allows not only signal detection, but also positioningwithin the detection region. Regardless, the remote-control receiver 324can compute position (or distance) via time of flight calculations,phase calculations, received signal strength calculations, timedifference of arrival, trilateration, multilateration, combinationsthereof, and/or other techniques.

As illustrated, the remote-control receiver 324 can pass informationrelated to interaction with a corresponding remote-control device 362 tothe control module 306 of the information linking device 302. Thecontrol module 306 of the information linking device 302 (or the remotecontrol receiver 324) can then process the received information, sendcommands to vehicle controllers and modules 320, take action based upona known location of the materials handling vehicle 108 via informationcollected from the environmental-based location tracking device 322and/or other sensors on the materials handling vehicle 108, communicatethe collected information to a remote server (e.g., server 112 of FIG.1), take action based upon information received from the remote server,combinations of thereof, etc.

In an example embodiment, in response to the operator actuating acontrol (e.g., pressing a button) on the remote control device 362,circuitry within the remote control device 362 wirelessly transmits acontrol signal to the remote-control receiver 324. The remote-controlreceiver 324 passes the received control signals to a controller (e.g.,a dedicated controller within the remote-control receiver 324, thecontrol module 306, or other processing device within the materialshandling vehicle 308). Regardless of where the controller is located,the controller implements the appropriate response to the receivedcommands to carry out the technology feature. The information linkingdevice 302 can also send a corresponding vehicle record to the server112 (FIG. 1), as described more fully herein.

The response implemented by the controller to wirelessly receivedcommands, e.g., via a wireless transmission by the remote-control device362 may trigger the materials handling vehicle 308 to take one or moreactions, or inaction, depending upon the logic that is beingimplemented. Positive actions may comprise controlling, adjusting orotherwise affecting one or more components of the materials handlingvehicle 308. The controller may also receive information from otherinputs, e.g., from sensors 314 such as the presence sensors 242 (FIG.2), the obstacle sensors 258 (FIG. 2), switches, load sensors, encodersand other devices/features available to the materials handling vehicle108 to determine appropriate action in response to the received commandsfrom the remote-control device 362. For instance, in some embodiments,sensors communicate directly across the vehicle network 318. Thus,sensor data read across the vehicle bus 318, e.g., a current state of apresence sensor, a current state of the obstacle sensors 258 (FIG. 2),etc., may influence, cancel, change, or otherwise affect an otherwiseproper command from the remote-control device 362.

In an exemplary arrangement, the remote-control device 362 is operativeto wirelessly transmit a control signal that represents a first typesignal such as a travel command to the remote-control receiver 324 onthe materials handling vehicle 108. The travel command is also referredto herein as a “travel signal”, “travel request” or “go signal”. Uponacknowledgement of a travel request, the controller interacts with theone or more controllers 320, e.g., traction motor controller, steeringcontroller, brake controller, combination thereof, etc., either directlyor indirectly, e.g., via the vehicle network to advance the materialshandling vehicle.

In an example embodiment, the travel request is used to initiate arequest to the materials handling vehicle 308 to travel, e.g., for aslong as the travel signal is received by the remote-control receiver 324and/or sent by the remote-control device 362. As another example, thetravel request may be configured to initiate a request to the materialshandling vehicle 308 to travel a predetermined amount, e.g., to causethe materials handling vehicle 308 to advance in a first direction by alimited travel distance, or for a limited time.

Still further, the controller may be configured to “time out” and stopthe travel of the materials handling vehicle 108 based upon apredetermined event, such as exceeding a predetermined time period ortravel distance regardless of the detection of maintained actuation of acorresponding control on the remote-control device 362.

Stopping the materials handling vehicle 308 may be implemented, forexample, by either allowing the materials handling vehicle 308 to coastto a stop or by initiating a brake operation to cause the materialshandling vehicle 308 to brake to a stop. In an example configuration,the controller communicates one or more controllers 320, e.g., thetraction motor controller, steering controller, brake controller,combination thereof, etc., via vehicle network 318 to terminateremote-controlled travel of the materials handling vehicle. Forinstance, the brake controller controls vehicle brakes to decelerate,stop, control the speed of the materials handling vehicle 308, orotherwise allow the materials handling vehicle 308 to coast to a stop.

The remote-control device 362 may also be operative to transmit a secondtype signal, such as a “stop signal”, designating that the materialshandling vehicle should brake and/or otherwise come to rest. The secondtype signal may also be implied, e.g., after implementing a “travel”command, e.g., after the materials handling vehicle has traveled apredetermined distance, traveled for a predetermined time, etc., underremote-control in response to the travel command. If the controllerdetermines that a wirelessly received signal is a stop signal, thecontroller sends a signal to the traction motor controller, the brakecontroller and/or other vehicle electronic component to bring thematerials handling vehicle to a rest. As an alternative to a stopsignal, the second type signal may comprise a “coast signal” or a“controlled deceleration signal” designating that the materials handlingvehicle should coast, eventually slowing to rest.

The time that it takes to bring the materials handling vehicle to acomplete rest may vary, depending for example, upon the intendedapplication, the environmental conditions, the capabilities of theparticular materials handling vehicle, the load on the materialshandling vehicle and other similar factors. For example, aftercompleting an appropriate jog movement, it may be desirable to allow thematerials handling vehicle to “coast” some distance before coming torest so that the materials handling vehicle stops slowly. This may beachieved by utilizing regenerative braking to slow the materialshandling vehicle to a stop. Alternatively, a braking operation may beapplied after a predetermined delay time to allow a predetermined rangeof additional travel to the materials handling vehicle 308 after theinitiation of the stop operation. It may also be desirable to bring thematerials handling vehicle to a relatively quicker stop, e.g., if anobject is detected in the travel path of the materials handling vehicleor if an immediate stop is desired after a successful jog operation. Forexample, the controller may apply predetermined torque to the brakingoperation. Under such conditions, the controller may instruct the brakecontroller to apply the brakes to stop the materials handling vehicle.All such parameters can be tuned, e.g., in response to workflows,examples of which are described more fully herein.

Moreover, the controller may be configured to perform various actions ifthe materials handling vehicle 108 is traveling (or is instructed totravel) under remote-control in response to a travel request. Forinstance, the materials handling vehicle 308 may stop upon detecting anobstacle in one or more of the detection zone(s), e.g., detection zonesZ₁, Z₂, Z₃ (FIG. 2). The controller may refuse to acknowledge a receivedtravel request, e.g., if an operator is on the materials handlingvehicle 308 (e.g., as determined by the presence sensors 146 (FIG. 2)).Similarly, if the obstacle sensors 258 (FIG. 2) detect that an object,including the operator, is in a detection zone of the materials handlingvehicle 108, the controller may refuse to acknowledge a travel requestfrom the remote-control device 362.

In some example embodiments, the information linking device 302 caninclude a badge communicator 328. The badge communicator 328 includes atransceiver for short range communication with suitably configuredelectronic badges in the vicinity of the badge communicator 328, e.g.,by way of non-limiting example, in the range of about 15-20 meters orless. The badge communicator 328 can communicate using any proprietaryor standardized communication protocol including Bluetooth (over IEEE802.15.1), ultra-wideband (UWB, over IEEE 802.15.3), ZigBee (over IEEE802.15.4), Wi-Fi (over IEEE 802.11), WiMax (over IEEE 802.16), RF forinteracting with badges implemented as RFID tags, etc.

In certain illustrative implementations, the electronic badges are to beworn by pedestrians, workers, materials handling vehicle operators, etc.Moreover, electronic badges can be mounted to mobile equipment,materials handling vehicles or other moving objects. On the other hand,certain electronic badges may be stationary, such as where mounted tothe end of an aisle, on racking, above doorways or near breakrooms,along the floor to cookie crumb paths, or in other situations where theelectronic badge is not intended to move.

In certain illustrative implementations, the badge communicator 328includes at least three antennae 326. The availability of multipleantennae 326 allows not only signal detection, but also positioningwithin the detection region. Here, the badge communicator 328 computesposition via time of flight calculations, phase calculations, receivedsignal strength calculations, time difference of arrival, trilateration,multilateration, combinations thereof, and/or other techniques.

As illustrated, the display 330 is coupled to the vehicle network system318. The display 330 provides information to the operator that can begenerated by one or more components (e.g., a module 320), by the controlmodule 306, from the analysis engine 114 (FIG. 1) via the transceiver304 (e.g., to display truck data from the materials handling vehicledata source 118, to display WMS data from the WMS data source 120, todisplay labor data from the LMS data source 122, to display geo-basedevent data from the GEO data source 124, etc.). In example embodiments,the display 330 provides a graphical user interface that enables anoperator to interact with functions of the materials handling vehicle308, interact with programming and data exchanges with the remote server112 (FIG. 1) via the information linking device 302, combinationsthereof, etc.

Materials Handling Vehicle Feature Monitor

Referring to FIG. 4, according to aspects of the present disclosure, aprocess 400 for implementing a materials handling vehicle featuremonitor is provided. The process 400 is applicable to technologyfeatures described throughout this disclosure.

The process 400 comprises receiving at 402, wirelessly, from a fleet ofmaterials handling vehicles, electronic vehicle records.

The process 400 also comprises parsing at 404, the vehicle records foreach vehicle operator to extract dashboard data.

The process 400 further comprises establishing, at 406, an expectedusage.

The process 400 still further comprises generating, at 408, for eachoperator, an electronic measure, e.g., based upon the particulartechnology feature implemented.

Also, the process 400 comprises outputting at 410, a result. Forinstance, the process 400 can output to a dashboard, a graphicalrepresentation of the generated measurements, trigger a workflow, takeother action, etc., as set out in greater detail herein.

Usage Technology Feature Monitoring—Remote Controlled Travel Function

Referring to FIG. 5, a usage and/or usage trend block diagram 500illustrates an example of the communication between a materials handlingvehicle and a remote server to carry out aspects of monitoring andautomated materials handling vehicle control responsive to technologyusage monitoring, according to aspects herein. The illustrated blockdiagram 500 is suited for a technology feature such as aremote-controlled travel function, but can be applied to othertechnology features. Moreover, the diagram 500 provides a schemesuitable to carry out the process 400, FIG. 4.

The block diagram 500 can be implemented for example, by a materialshandling vehicle 108 (FIG. 1); 208 (FIG. 2); 308 (FIG. 3) communicatingwith a remote server 112 (FIG. 1), e.g., via an information linkingdevice 102 (FIG. 1); 202 (FIG. 2); 302 (FIG. 3).

As illustrated, electronics in a materials handling vehicle 508communicate with an analysis engine 514 (e.g., analogous to platform114, FIG. 1) by communicating wirelessly, e.g., across a network 504(analogous to network 104, FIG. 1).

During normal operation, a vehicle operator may engage a technologyfeature 540, e.g., activate a remote control button (remote control 262,FIG. 2; 362, FIG. 3) that communicates with a remote control receiver(324, FIG. 3) to request a remote-controlled travel function.

Responsive thereto, various modules on the materials handling vehicle508 respond to carry out the technology feature functionality. In thisregard, information and messaging is communicated across a vehiclenetwork 518.

By way of illustration, a vehicle network 518 (analogous to vehiclenetwork 318, FIG. 3) facilitates communication between a plurality ofcontrol modules 520 (analogous to control modules 320, FIG. 3). Forinstance, optional control module 520A can comprise a sensor controlmodule (SCM) 520A or other suitable control module or othernetwork-enabled device. Optional control module 520B can comprise atraction control module (TCM) 520B, which controls travel of thematerials handling vehicle 508. The system can also optionally includeother network-enabled devices, e.g., schematically illustrated ascontrol module 520C, e.g., a steering module, braking module, etc.Moreover, one or more additional electronic components may alsocontribute, examples of which are described with reference to FIG. 3.

As schematically illustrated, the technology feature 540 itself caninclude electronics that function as a boundary intermediary, e.g., tocontrol the flow of information related to the technology feature usage(or lack thereof) between the corresponding materials handling vehicle508 and a remote server 514. In other embodiments, this functionalitycan be carried out by other electronics (e.g., information linkingdevice 302, as described with reference to FIG. 3). The technologyfeature 540 (or other device) interact with the control modules 520and/or other vehicle electronics to collect information, to sendcommands, send reports to the remote server 514, receive informationback from the remote server 514, carry out the technology feature, etc.For instance, in an example embodiment, the technology feature 540collects and/or reads sensor active state information from the SCM 320A,speed information from the TCM 320B, remote control usage from a modulesuch as the remote control receiver (324, FIG. 3), etc., bycommunicating across the vehicle network 518 (e.g., a CAN bus).

The technology feature 540 further wirelessly communicates (directly orvia a transceiver, information linking device, etc.) with the remoteserver 514 via a remote module server 550, e.g., via Wi-Fi, cellular,etc. The information communicated to the module server 550 can includethe information collected from the various modules 520A-520C or otherdevices on the materials handling vehicle, as well as other informationthat is measured, computed, logged, received, or otherwise obtained byor for the technology feature 540. For instance, in the example of aremote controlled travel function, the technology feature 540 can reportguidance usage by including a distance the vehicle traveled under remotecontrol, a distance traveled not using remote control, the operator ID,vehicle ID, time, other relevant data, or combinations thereof. In someembodiments, the technology feature 540 can report information, whichmay include information directed to a lack of use of a correspondingtechnology feature.

In some embodiments, the technology feature 540 can send records atpre-determined intervals, every X seconds (where X is any integer),e.g., every minute, every 5 minutes, every 30 minutes, every hour, everyusage, every login, every logout, whenever new data is available,dynamically based upon conditions, etc. Here, the specific configurationwill likely dictate and control the timing

The module server 550 can be implemented as a module server functioningon a remote server as part of an analysis engine (e.g., analogous to theanalysis engine 114, FIG. 1). The module server 550 feeds an Extract,Transform, Load (ETL) Pipeline, which comprises a set of processes thatextract data from the input received from the technology feature 540.The processes in the ETL pipeline collectively transform the data, andthen load the data into an output destination for reporting, analysis,and data synchronization.

For instance, ETL processes can include a usage percentage process 552Athat extracts data from the data collected by the module server 550,which corresponds to a percentage that each operator used an associatedtechnology feature. From the collected data, a usage trend process 552Bextracts trends of technology usage (e.g., trends of remote travelusage). The output of the usage percentage process 552A and/or usagetrend process 552B is a usage percentage trend widget 552C. The usagepercentage trend widget 552C can include graphical widgets, visualoutputs, interactive outputs, drill down reports, etc. In this regard,the widget can function as a dashboard by displaying real-time (or nearreal-time) updates to the data collected by the ETL pipeline.

In some optional embodiments, the data collected into the usagepercentage process at 552A can be further evaluated, such as by anabove/below target process 554, which compares the percentage usagedeterminations with established threshold(s). In an exampleimplementation, the above/below target process 554 receives inputs fromusage target settings 556 to evaluate the percentage usage measurementsrecorded into the percent usage process 552A. In this regard, theabove/below target process 554 outputs a usage widget 558, which outputsa widget that includes drilldowns, reporting, a combination thereof,etc.

The usage percentage trend widget 558 provides one or more visualmetaphors that graphically illustrate usage and trend information. Forexample, a circle chart can illustrate a measure of the percentage ofoperators that satisfy a programmed target usage compared to thoseoperators that are below target for the automation feature (e.g.,operators that under-utilize the feature). A trend chart can extend thedata to correspond to average utilization (in-target compared to belowtarget) across a pre-determined data range. The data associated with thetechnology feature 540 can also enable the system to track interruptions(e.g., a lost connection with a remote (or other external devices);deactivation of a tracked automation feature by a user; unintendeddeactivation, such as due to low battery, technical malfunction;unexpected stops, such as due to obstacle detection or pedestrians closeto AGV, etc.) to the associated automation feature.

Yet further, the output of the processing at the server can trigger aworkflow 560, described more fully herein.

The widgets bring about a technical advantage in being able to visualizenot only technology feature usage, but also trends (including trends forgroups of operators, e.g., based on operator shift, operator department,or a facility in which the operators work, etc.) issues using thetechnology feature, etc. For instance, in some embodiments, the systemprovides feedback commands to the materials handling vehicle 508.Feedback can be provided to tune the specific technology feature, suchas to perform a software upgrade, calibrate, tune, arrange set points,set an operating range, adjust a frequency, or other parameter that canaffect performance of the technology feature. In some embodiments,feedback commands are provided to an operating environment, such as toperform a software upgrade, calibrate, tune, arrange set points, set anoperating range, adjust a frequency, or adjust other parameter that canaffect performance of the technology feature or otherwise controlperipherals that assist the associated technology feature. For instance,detected poor performance in a remote controlled travel function can bedue to poor Bluetooth signal strength, the need for calibration, etc.

In some embodiments, feedback commands are provided to provide coaching,feedback, trigger workflows to implement remediation, optimizeperformance, improve the functioning of the corresponding materialshandling vehicle itself, such as by adjusting controller setpoints tocontrol speed, lift height, etc.

Here, the materials handling vehicle may interact with the module server550 to communicate information back to a materials handling vehicle, byinteracting with the workflow 560, e.g., to communicate directly with aremote server, remote controller, remote maintenance scheduler, orremote equipment (e.g., RFID tags, ultra-wideband badges, transponders,mesh processors, positioning system components such as environmentallocation-based markers deployed in a work environment, etc.) to call inmaintenance, to performance tune the equipment, to disable theequipment, to enable the equipment, combinations thereof, etc.

For instance, a root cause of underutilization of a given technologyfeature such as remote-controlled travel, may be traced to poortransmitter health (e.g., weak battery, broken antenna, poor pairingstability, etc., in the remote control 262, FIG. 2; 362, FIG. 3) that isimpacting the performance. Low transmitter health may be difficult orotherwise not detectable absent aspects herein. As such, the utilizationof the technology feature may actually stimulate correction of assistivetechnology in the operating environment of the materials handlingvehicle. Moreover, interruptions or trends in technology usage canindicate an equipment issue, such as a mechanical defect that might nototherwise be detectable by electronic event/error codes alone.

Remote-Controlled Travel Example

As noted more fully herein, a remote-controlled travel function can helpoperators such as low-level order pickers be more productive and lessfatigued through remote-control of an associated order picker. Anoperator that uses the wireless remote-control technology correctly, canpick significantly more cases per hour without changing any otherbehaviors. This productivity increase may be measurable through acorresponding warehouse management system (WMS). However, knowing whento ideally use the wireless remote-control technology (instead ofstepping onto an operator platform to drive the order picker) requiressome expertise, which is typically enabled through onboarding andexperience.

By way of example and not by way of limitation, assume that a vehicletravel distance to a next pick location falls below a first threshold.Here, the proper response is for the operator to user the remote controldevice to remotely control the materials handling vehicle to advance tothe appropriate destination. On the other hand, where the traveldistance to the next pick location is equal to, or exceeds the firstthreshold, then the proper response is for the operator to step onto anddrive the materials handling vehicle to the destination in aconventional manner. The distance of the first threshold can vary basedupon a number of factors, including environment, truck performancetuning and/or features, operator skill, etc.

Analogously, in some applications, a travel distance to a next picklocation that falls below a second threshold should require the operatorto walk to that next pick location. However, a travel distance to a nextpick location that is at or greater than the second threshold (andoptionally below the first threshold) should be traveled using thewireless remote-control technology. In yet other embodiments, the remotecontrol device should be used to remotely control the materials handlingvehicle to advance to the appropriate destination when the distance tothe destination falls within a range, e.g., defined between the firstthreshold and the second threshold (minimum and maximum traveldistance). Thus, the proper response is for the operator to use theremote control device to remotely control the materials handling vehicleto advance to the appropriate destination. Again, the distance of thesecond threshold can vary based upon a number of factors, includingenvironment, truck performance tuning and/or features, operator skill,etc.

In some embodiments, feedback from the workflow 560 can be informationto the operator e.g., coaching. For instance, assume that an operationwas done improperly, such as operating the remote-controlled travelfunction for too short or too long a distance to a next pick. Here, theoperator should have walked or ridden on the last pick and thus aninstruction can be given, e.g., from the workflow 560 back to thedisplay on the materials handling vehicle (retrospective). In anotherembodiment, an app on the materials handling vehicle (e.g., a materialshandling vehicle feature monitor) consults the WMS and the system tellsthe operator, e.g., via a prompt, tone, light, message, etc., whether towalk or ride (prospective). That is, the app is dynamic, checking on thestatus of the next (upcoming) pick operation so that the operator canreceive real-time, on demand coaching as to how to use the remotecontrol feature. In yet other alternative embodiments, the system usesWMS data and current operating data to allow/deny/override operatoractions. Here, the system can refuse to jog the vehicle when a jog isnot considered the most efficient operation by the app. Here, anoptional warning can be provided, e.g., via a message, light, sound,haptic response, etc. On the other hand, where an operator should usethe remote control feature, the app can alert the operator that the nextpick presents an opportunity to use the remote control feature.

If all operators of order pickers use wireless remote-control technologyproperly, the overall productivity of a facility is increased.Correspondingly, insufficient or incorrect use of a wirelessremote-control technology can reduce (or in some cases eliminate) theachievable productivity gains associated with the wirelessremote-control technology. In this regard, currently, distributioncenter (DC) managers or team leaders have no data to identify operatorswho do not use the wireless remote-control technology enough orcorrectly.

Moreover, insufficient or incorrect wireless remote-control technologyusage could be caused by an operator using a wireless remote-controltechnology enabled materials handling vehicle, but not pairing aremote-control with the materials handling vehicle. Insufficient orincorrect wireless remote-control technology usage can also be caused byan operator having paired a remote but not operating the remote. Yetfurther, insufficient or incorrect wireless remote-control technologyusage can be caused by an operator operating the remote-control eithernot often enough, or too often. Insufficient or incorrect wirelessremote-control technology usage can also be caused by technical issues(e.g., low remote battery, pairing issues, mechanical wear of switchesor other components, etc.).

As an example, if an app running on the materials handling vehicledetects that a materials handling vehicle is moving with no remotecontrol paired to the corresponding remote control receiver, the systemcan take an action, e.g., performance tune the materials handlingvehicle to operate differently, put up a message, require a pairing,etc. For instance, a feature can be added or removed, e.g., to providesome performance incentive to pair.

As still another example, if the app detects that pairing is inactivebut the materials handling vehicle has moved or done something, thesystem can take action (e.g., via an output to the operator, viaperformance tuning to modify truck capability, providing some indicatorthat the truck is not properly being used, etc.).

If the app detects a connectivity problem, e.g., low battery, chargeprocess failure, failed pair attempt, the platform can initiateautomatic remediation actions, e.g., to reprogram the feature to operateat a shorter distance to conserve power, turn down the range in theremote control, limit the number of operations of the remote control,etc., to extend battery life. The app may also attempt to remediatepairing issues, e.g., by changing a discovery process, etc. Forinstance, where pairing is initiated by the operator initiating apairing request on the display, then pushes a button on the remotecontrol to pair and the request fails, e.g., due to too many operatorstrying to pair a device, the discovery process can reconfigure, e.g., sothat the truck starts automatic pairing, e.g., looking for a remote withstrongest signal (e.g., via RSSI). If a remote has a signal strengthgreater than a predetermined threshold, the system can pair.

Referring back to FIG. 4, in an example embodiment, each electronicrecord received at 402 can comprise travel-related data, e.g., recordedby a controller on an associated materials handling vehicle beingoperated in a work environment by a corresponding operator as set outwith regard to FIG. 1-FIG. 3, and FIG. 5. Each record can also includean operator identification of the corresponding operator of thematerials handling vehicle.

As a few additional illustrative examples, the electronic vehiclerecords may indicate whether travel of a corresponding materialshandling vehicle occurred while a remote-control device was not pairedto a remote-control receiver, whether travel of a correspondingmaterials handling vehicle occurred while a remote-control device waspaired to a remote-control receiver, etc. The electronic vehicle recordscan also enable a determination that travel of a corresponding materialshandling vehicle occurred as a result of operation of a control featureon the remote-control device paired to the remote-control receiver ofthe corresponding materials handling vehicle to implement theremote-controlled travel function. The electronic vehicle records canalso be used to indicate an amount of time that a remote-control deviceis paired to a remote-control receiver of the corresponding materialshandling vehicle.

In some embodiments, the received electronic record data is parsed at404, into a travel distance that the materials handling vehicle hastraveled responsive to the corresponding operator using aremote-controlled travel function over a predetermined time period,and/or a total travel distance that the materials handling vehicle hastraveled over the predetermined time period.

The process at 406 can establish expected usage by establishing traveldistance under remote control to total travel distance, e.g., for thepredetermined period of time. In some embodiments, the establishedexpected travel distance under remote control to total travel distanceat 406, can comprise establishing the expected travel distance underremote control to total travel distance as a range of ratios of traveldistance to total travel distance. In this regard, outputting to adashboard, a graphical representation of the generated measurements cancomprise outputting a remote-control usage trend graph that trends acomparison of operator utilization of a control feature on aremote-control device paired to a remote-control receiver of thecorresponding materials handling vehicle to implement theremote-controlled travel function, to the range, over time. As anexample, the graph can provide a graphical representation of ahistorical development of operators' average usage of the remote-controldevice. Moreover, the dashboard can graphically output a detail thatprovides a graph for each individual and a comparison graph definingother individuals or the average of all operators within a userconfigured filter setting. Here, a usage target can be visuallyhighlighted (e.g., using color, shading, or other indicia) so as todifferentiate when the target was achieved and when the target was notachieved.

In some embodiments, the underlying data and/or computations can beutilized to drive a gamification process, e.g., to enable an operator todirectly compare their performance against a target performance.

The process at 408 can comprise, for each operator, generating anelectronic measurement of the expected travel distance under remotecontrol to total travel distance for the predetermined period of timecompared to the recorded travel distance under remote control to totaltravel distance for the predetermined period of time.

In some embodiments, the measurement generated at 408 can comprise anexpected travel distance under remote control to total travel distancecomputed by establishing the expected travel distance under remotecontrol to total travel distance as a range of ratios of travel distanceunder remote control to total travel distance. For instance, an examplerange may be 57%-83% expected travel distance under remote control tototal travel distance. Of course, the above example range is purelyexemplary.

As another example, the range of ratios of travel distance under remotecontrol to total travel distance can be set by programming differentranges of ratios of travel distance to total travel distance based uponmetadata associated with the received electronic vehicle records. Forinstance, the range may be 57%-83% for first shift operators, but only15%-40% for second shift operators. As another example, the range may be30%-45% for operators working in a first portion of a warehouse, but55%-75% for operators working in a second portion of the warehouse, etc.Thus, programming ratio ranges may be based upon at least one of:different locations, different work shifts, different time ranges,different day ranges, different operator skill levels, or a combinationthereof.

In some embodiments, the materials handling vehicle feature monitoroutputs at 410, a dashboard as a graphical representation of thegenerated measurements. As an illustrative example, a graphicalrepresentation may comprise graphically generating a donut chartdifferentiating: operators performing above the target range in a firstindicia for operators that operate the remote-controlled travel functionat a level above the target range, operators performing below the targetrange in a second indicia different from the first indicia for operatorsthat operate the remote-controlled travel function less than the targetrange, operators performing within the target range in a third indiciadifferent from the first indicia and second indicia for operators thatoperate the remote-controlled travel function within the target range,or combinations thereof.

In some example embodiments, the dashboard implements a graphicalrepresentation of the generated measurements that characterize uses ofthe control feature compared to time the remote-control device is pairedto the remote-control receiver. In another example, the dashboard canoutput a graphical representation of a user that is paired but does notoperate the control feature of the remote-control device, a user thatuses the control feature too infrequently compared to a target usage, auser that uses the control feature too frequently compared to the targetusage parameter, combinations thereof, etc.

In another example embodiment, the system creates “user personas”. Byway of example, a user persona can be created that functions as ameasure of how well an actual user is able to identify feature use casesand use the system accordingly (“competency”). Based on a user'sindividual competency, a corresponding WMS/ERP system assigns pickorders to individuals whose expertise matches the nature of acorresponding pick tour. For instance, a user who often fails toidentify opportunities to use a feature (e.g., use of a remote controlfeature based upon a distance to the next pick location) could beassigned only tours with a high number of long inter-pick distances. Asanother example, an operator that demonstrates a tendency to over-usethe feature can be assigned pick tours with a high percentage of shortinter-pick distances. This way, through feature usage, user's weaknessesmight be mitigated or even turned into assets.

In yet a further example embodiment, the materials handling vehiclefeature monitor receives feedback from an operator of the graphical userinterface selecting a usage detail by operator report, which causes thedashboard to output a graphical representation of a list of operators.This list can include a measure of their operation of a control featureon a remote-control device paired to the remote-control receiver of thecorresponding materials handling vehicle to implement theremote-controlled travel function. The list can also include a measureof a percentage of time that the operator operated the materialshandling vehicle with the remote-control device paired to theremote-control receiver compared to the time that the operator operatedthe materials handling vehicle with the remote control unpaired to theremote-control receiver. The list can still further include usage andpaired time values that are averages aggregated over a user-selectedtime period.

The dashboard can also output a graphical representation of technicalissues with a remote-control device paired to a remote-control receiverof the corresponding materials handling vehicle to implement theremote-controlled travel function. Example technical issues include apairing failure, a number of materials handling vehicles currently beingoperated without a paired remote, a number of remote controls reportinga low battery, etc. By pairing the dashboard data with predictivemaintenance, the system can automate maintenance/repair part ordering sothat technical issues can be resolved in an expedited manner and basedupon automated workflows.

By way of introduction and summary, the platform 114 can carry out aprocess that performs parsing of the vehicle records for each vehicleoperator to extract dashboard data. Here, the dashboard data includes atravel distance under remote control that the materials handling vehiclehas traveled, e.g., responsive to the corresponding operator using aremote-controlled travel function over a predetermined time period, anda total travel distance that the materials handling vehicle has traveledover the predetermined time period. The process still further comprisesestablishing an expected travel distance under remote control to totaltravel distance for the predetermined period of time. As noted above,the expected values can be user defined, and/or may be derived by theplatform 114 from the materials handling vehicle information data source118, the management system data source 120, the other data source(s)122, combinations thereof, etc.

Yet further, the process implemented by the platform 114 can comprisegenerating for each operator, an electronic measurement of the expectedtravel distance under remote control to total travel distance for thepredetermined period of time compared to the recorded travel distanceunder remote control to total travel distance for the predeterminedperiod of time, and outputting to a dashboard, a graphicalrepresentation of the generated measurements. The dashboard can beoutput to a display on a materials handling vehicle, a desktop computer,etc.

Still further, the platform 114 can cooperate with a processor on acorresponding materials handling vehicle to carry out one or more of thefunctions, features, capabilities, etc., described more fully herein. Inthis regard, the platform 114 can function as a supervisor, the platform114 can off-load processing to a processor on a materials handlingvehicle, the platform can split processing duties with a processor on amaterials handling vehicle, etc., examples of which are described ingreater detail herein.

In some embodiments, the materials handling vehicle feature monitor cancommunicate back with a materials handling vehicle responsive to theanalysis of data displayed in the dashboard. The communication back canbe in the way of output to a display, e.g., to display the dashboard.The communication back can be via situational awareness, e.g., byflashing a light, outputting a coaching message to the display, etc.

Yet further, the communication back can be in the form of a control.Here, the control can affect performance of the materials handlingvehicle, e.g., to performance tune the materials handling vehicle, e.g.,to alter speed of travel under remote control, acceleration under remotecontrol, braking, sensitivity of sensors, etc., to modify set points, orotherwise improve operation of the vehicle. In yet further embodiments,the communication back can be to tune the remote control system itself,e.g., to set ranges such as to modify a travel distance under remotecontrol, modify jog operation, modify set points, control features,speed limits, braking requirements, utilization rules, etc.

For instance, the materials handling vehicle feature monitor cancommunicate a command back to a materials handling vehicle that reportsa technical issue, to modify the performance of the materials handlingvehicle to remedy the technical issue. The graphical representation oftechnical issues can also/alternatively be illustrated as a function ofa real-time view with no historic data shown.

In another example, based upon the records and the pace of the operator,the system can dynamically change the remote travel operation toaccommodate an operator's physical state to reduce fatigue, stress, andstrain on the operator.

In some embodiments, the materials handling vehicle feature monitorretrospects a warehouse management system database and extractstherefrom, pick metrics. For instance, the pick metrics can comprise atleast one of an average inter-pick distance, aisle lengths, pickpatterns, historic pick lists, and combinations thereof. Retrospectingthe warehouse management system can also comprise automaticallyevaluating warehouse management data for every pick run. This data canbe used to modify the distance traveled under remote control, e.g., asdynamic, real-time updates, or via fixed distance updates.

In this regard, in some embodiments, the remote server can analyzeelectronic measurements of expected travel distance under remote controlto total travel distance for a predetermined period of time compared toa recorded travel distance under remote control to total travel distancefor the predetermined period of time. Responsive thereto, workflow canroute a command back to the material handling vehicle, e.g., to initiatea modification to the materials handling vehicle. For instance, byquerying task information, the processor can, for example, deny a remotestart/remote travel command if a next pick operation is too far awayfrom a current position of the materials handling vehicle. Analogously,the processor can deny a remote start/remote travel command where a nextpick is too close to a current position of the materials handlingvehicle. For instance, it may be more efficient for the pick operator towalk to the next location.

In an example embodiment, a user interacting with the dashboard via agraphical user interface can select within the dashboard view to launcha graphical representation of a usage detail by operator section, tofilter which records contribute to the dashboards view, such that usageand paired time values output to the dashboard are averages aggregatedover a time period chosen by the user interacting with the filter.Records can be selected into the dashboard view based upon at least oneof a chosen location, a shift, a department, an operator skill level, atimeframe, or combination thereof.

In yet a further embodiment, the materials handling vehicle featuremonitor electronically ranks the dashboard data, sorted by operatoridentification and graphically displays the ranked dashboard data suchthat the ranked dashboard data reveals operators that either use theremote-controlled travel enough, or that do not use theremote-controlled travel enough.

As a specific example, reference is drawn to FIG. 6 and FIG. 7, whichshow a dashboard on a display on the materials handling vehicle (FIG. 6)for operator interaction, and a dashboard display (FIG. 7) on a computerdisplay, e.g., a desktop computer display, a smartphone display, atablet display, etc., for a manager, etc.

Working Example

By way of example, a feature app in fleet management software (e.g.,running on the platform 114—FIG. 1, running as a program on the controlmodule 306 on a materials handling vehicle—FIG. 3, combination thereof,etc.) collects electronic vehicle records (e.g., see 402—FIG. 4). Theelectronic vehicle records can include feature specific (e.g., travelrelated) information that is collected from a corresponding materialshandling vehicle. Example travel information can include overall traveldistance per logged operator out of the total travel remote travelresponsive to remote control and manually driven distance. The featureapp then uses these two data sets to generate a usage percentage. Forinstance, when run by a server, the platform 114 can compute a usagepercentage for every operator. For instance, an example usage can beestablished as Usage_(Feature)=d_(remote)/d_(total).

Through an initial assessment of the warehouse and representative WMSdata, the feature app can establish an expected ratio of remotecontrolled travel over total travel for any facility. As suchinformation may be an estimate. In this regard, the feature app mayoptionally add some margin of error around that value, so that alocation-specific usage target area is created. For example, a usagetarget for an enterprise's location A could be 25%-38%, for theirlocation B it could be 12%-20%.

The feature app then compares every individual operator's feature usagepercentage to the location's feature usage target and also calculatesaverage usage values for groups of operators (e.g. teams or shifts).

The feature app can visualize the data in widgets and associated detailpages. Referring briefly to FIG. 6, a graphical user interface 600 on adisplay (e.g., display 330, FIG. 3) illustrates two widgets that areviewable on a materials handling vehicle. Comparatively, FIG. 7illustrates a graphical user interface 700 on a display that illustrateswidgets on a computing device such as a tablet, laptop, computerdisplay, smartphone display, etc.

Feature Usage Widget

With reference generally to FIG. 6 and FIG. 7, by way of example, afirst widget, illustrated to the left in the display, visualizes a donutchart that breaks up all feature usage operators in the chosen location,shift, department and timeframe into the following groups:

-   -   a) Above Target: operators who move their materials handling        vehicles remotely more than expected. As this can lower        feature-associated productivity gains only slightly, this group        is illustrated with a first indicia, e.g., a color code for this        group in the app displayed in yellow.    -   b) Below Target: operators who move their materials handling        vehicles remotely less than expected or not at all. As this can        cause severe productivity losses, this group is represented with        a second indicia different from the first indicia, e.g., by a        color code for this group in the app displayed in red.    -   c) Target Usage: all operators who move their materials handling        vehicles remotely within the target percentage. This is        represented by a third indicia different from the first indicia        and the second indicia, e.g., by a color code for this group in        the app displayed in green.

In an example user experience, clicking on any number will take the userto a usage detail by operator section. The Usage Detail by Operatorsection provides a list of operators with their respective feature andpaired time percentage (“How much of the overall logged time did theoperator have a remote paired with the truck?”). The combination of bothvalues helps users trouble-shoot reasons for low usage (or lowWMS-productivity).

For example, an operator with low paired time percentages is expected tohave low usage values, so a supervisor might talk to the operator andeducate the operator about the benefits of the feature and why theoperator should use the feature appropriately. On the other hand,operators with high paired time percentages but low usage might needadditional training about how to best use the feature.

By way of example, an algorithm that computes usage detail can accessWMS data and automatically calculate a theoretical maximum productivitymeasure for any given picker. The theoretical maximum productivitymeasure can be communicated back to the order picker and used as a basisto score the order picker, gamify a task by presenting a “score to beat”or “score to match”, by presenting a visual metaphor that allows orderpickers to track their actual performance against an ideal performance,or combination thereof.

As another example, by utilizing the computed theoretical maximum, awork cadence can be presented to the order picker, which presents avisual means to maintain an order picking pace.

For instance, in yet additional embodiments, the computed theoreticalvalue can be utilized as a baseline “pace”, which can be displayed tothe operator on a display screen, or the pace can be represented by apulse, tone, etc. Here, the algorithm can automaticallytune/throttle/detune or otherwise change the theoretical maximum to thespecific operator's ability, extrinsic factors, physiological factors,or combinations thereof. For instance, examples of an operator's abilityinclude variables that track operator experience, knowledge andunderstanding of the tasks, experience with operating the remotecontrol, etc. Example extrinsic factors include variables such as taskdifficulty, warehouse layout, characteristics of the materials handlingvehicle that the operator is logged into, shift requirements, etc.Example physiological requirements can include variables that representbiometric measures, such as number of steps taken, number of timesbending over, total weight lifted, average heartrate, etc., as measuredon any interval, e.g., per hour, per shift, etc.

By presenting a “pace”, an order picker cadence/pace is set that iscontrolled by the algorithm. In this regard, the algorithm can bedynamic, updating over a shift. In an example embodiment, the algorithmcan tune the behavior of the technology feature based upon biometriclimitations, capabilities, restrictions, etc., so that an order pickermaintains steady output over a duration, e.g., shift, while stayingwithin the physiological constraints set by the algorithm.

Thus, algorithm tuning need not be exclusively productivity-based.Rather, a technological improvement can be seen because the algorithmtunes to the operator's capability. Such cadence information can also bepushed back to the WMS so that pick allocation can be managed.

In implementations of features, there can be a direct connection betweenautomation usage and picker productivity. In this case, with access toWMS data, the system can automatically calculate a theoretical maximumof picks/tasks for any given picker. This value is output to theoperator, e.g., via a display on the truck. In this regard, agamification can be provided, allowing an operator see, target, andattempt to beat a theoretical high score. Here, all usage and pairedtime values can be averages aggregated over the time period chosen inthe timeframe filter above the list/widget.

Feature Usage Trend Widget and Detail

As yet another illustrative example, a feature usage trend widget anddetail can present all individual data points comparing the averagevalues in the usage widget and detail. The feature usage trend widgetand detail can show the historic development of all operators' averageusage, whereas the detail can provide a graph for each individual and acomparison graph (other individuals or the average of all operatorswithin the filter settings). The usage target can be highlighted so thatit is easily recognizable when the target was achieved and when it wasnot. In some embodiments, trends can be computed for groups of operatorsbased on operator shift, operator department, or a facility in which theoperators work, etc.

Connectivity Widget and Detail

As technical issues may limit an operator's access to a feature (e.g.pairing failed, etc.) and therefore ultimately lowers overallproductivity, another example widget provides information about thenumber of materials handling vehicles currently being operated without apaired remote and/or the number of remote controls reporting a lowbattery which will over time lead to the remote disconnecting from theremote control receiver of the materials handling vehicle. The detail ofthis widget provides information about the associated operators, so thatthey can be addressed personally and the issue can be resolved. In someembodiments, this feature provides a real-time view (e.g., which may belimited based on the browser's refresh rate). Assuming no technicalrestrictions, this could happen in real-time and notify managers ofcurrent changes, e.g., operator ID corresponding to operator XYZ is nowpaired, etc.

Reports

In some embodiments, data files, e.g., comma separated value (CSV)files, that are generated for operators' average usage and usage trendcan be exported to 3rd party tools, a spreadsheet, for direct comparisonto data pulled from a WMS, etc.

Usage Technology Feature Monitoring

Referring to FIG. 8, a usage and/or usage trend block diagram 800illustrates an example of the communication between a materials handlingvehicle and a remote server to carry out aspects of technology usagemonitoring, and automated materials handling vehicle control responsiveto technology usage monitoring, according to aspects herein. The blockdiagram 800 can be implemented for example, by a materials handlingvehicle 108, FIG. 1; 208, FIG. 2, 308, FIG. 3 communicating with aremote server 112, FIG. 1, e.g., via an information linking device 202,FIG. 2, 302, FIG. 3.

The diagram 800 is largely analogous to the diagram 500, FIG. 5. In thisregard, like structure is illustrated with like reference numerals 300higher in FIG. 8 compared to FIG. 5. As such, the disclosure of FIG. 5is incorporated into the details of FIG. 8, and only those changes ordifferences are described in detail.

As illustrated in FIG. 8, electronics in a materials handling vehicle808 communicate with an analysis engine 814 by communicating wirelessly,e.g., across a network 804, in a manner analogous to that set out withregard to FIG. 1.

Within the electronics of the materials handling vehicle 808, duringnormal operation, a vehicle operator may engage a technology feature840, e.g., activate an auto-positioning system (APS), activate anautofence (AF), perform blending, press a remote automation button,operate a remote-controlled travel function, perform a technologyfunction described more fully herein, etc. Responsive thereto, variousmodules on the materials handling vehicle 808 respond to carry out thetechnology feature functionality. In this regard, information andmessaging is communicated across a vehicle network 818 among controlmodules 820, the technology feature 840 and optionally, other vehicleelectronics (e.g., described with reference to FIG. 3). Example controlmodules 820 include a sensor control module (SCM) 820A, a tractioncontrol module (TCM) 820B, a guidance control module (GCM) 820C, etc.

Moreover, an industrial health monitor 842 is communicably coupled tothe vehicle network 818. Different from the embodiment of FIG. 5, here,the industrial health monitor 842 functions as a boundary intermediary,e.g., to control the flow of information related to technology featureusage (or lack thereof) between the corresponding materials handlingvehicle and a remote server. The industrial health monitor 842 interactswith the control modules 820 (and optionally, other vehicle electronicsdescribed with reference to FIG. 3) to collect information, to sendcommands, to interact with the control modules, etc. For instance, in anexample embodiment, the industrial health monitor 842 collectstechnology information from the various control modules, such as bycollecting automation active state information from the SCM 820A, speedinformation from the TCM 820B, guidance acquired state information fromthe GCM 820C, etc., by communicating across the vehicle network 818(e.g., a CAN bus). In this regard, the industrial health monitor 842 canfunction as a common boundary intermediary for one or more technologyfeatures 840 and/or other electronic on the materials handling vehicle,allowing scalability and the ability to easily add technology features.

The industrial health monitor 842 further wirelessly communicates with aremote module server 850, analogous to that described with reference toFIG. 5. For instance, in the example of an APS system, the industrialhealth monitor 842 can report guidance usage by including a distance thevehicle traveled on wire, a distance on wire using auto-positioning, theoperator ID, vehicle ID, time, other relevant data, combinationsthereof. In some embodiments, the industrial health monitor 842 canreport information, which may include information directed to a lack ofuse of a corresponding technology feature.

In some embodiments, the industrial health monitor 842 may query controlmodules to collect vehicle information. As another example, theindustrial health monitor 842 can receive or otherwise read informationcirculated on a vehicle network (e.g., CAN bus) as part of the vehiclenetwork 818. Yet further, the industrial health monitor 842 can read acurrent value of vehicle state data that is actively collected andstored in memory (e.g., in a data object model), which is indicative ofusage (or lack thereof) of a corresponding technology feature, etc.

In an example embodiment, the industrial health monitor 842 can includean onboard processor and memory and can communicate across the vehiclenetwork 818. Such a configuration allows the industrial health monitor842 to collect and process any data that can be extracted across thevehicle network 818. The industrial health monitor 842 may also be ableto process the received information, e.g., based upon programming loadedinto memory, and then send processed (or unprocessed) data to theserver.

The module server 850 can be implemented as a module server functioningon a remote server as part of an analysis engine 814 (e.g., analogous tothe analysis engine 114, FIG. 1). The module server 850 feeds anExtract, Transform, Load (ETL) Pipeline, which comprises a set ofprocesses that extract data from the input received from the industrialhealth monitor 842. The processes in the ETL pipeline may function in amanner analogous to that described with reference to FIG. 5, exceptdirected to the corresponding technology feature.

For instance, ETL processes can include a usage percentage process 852Athat extracts data from the data collected by the module server 850,which corresponds to a percentage that each operator used an associatedtechnology feature. From the collected data, a usage trend process 852Bextracts trends of technology usage. The output of the usage percentageprocess 852A and/or usage trend process 852B is a usage percentage trendwidget 852C, e.g., analogous to that of FIG. 5, but directed to theassociated technology feature.

In some optional embodiments, the data collected into the usagepercentage process at 852A can be further evaluated, such as by anabove/below target process 854, which compares the percentage usagedeterminations with established threshold(s). In an exampleimplementation, the above/below target process 854 receives inputs fromusage target settings 856 to evaluate the percentage usage measurementsrecorded into the percent usage process 852A. In this regard, theabove/below target process 854 outputs a usage widget 858, which outputsa widget that includes drilldowns, reporting, a combination thereof,etc.

The usage percentage trend widget 858 provides one or more visualmetaphors that graphically illustrate usage and trend information. Forexample, a circle chart can illustrate a measure of the percentage ofoperators that satisfy a programmed target usage compared to thoseoperators that are below target for the automation feature (e.g.,operators that under-utilize the feature). A trend chart can extend thedata to correspond to average utilization (in-target compared to belowtarget) across a pre-determined data range. The data from the industrialhealth monitor 842 can also enable the system to track interruptions(e.g., a lost connection with a remote (or other external devices);deactivation of a tracked automation feature by a user; unintendeddeactivation, such as due to low battery, technical malfunction;unexpected stops, such as due to obstacle detection or pedestrians closeto AGV, etc.) to the associated automation feature.

Yet further, the output of the processing at the server can trigger aworkflow 860, described more fully herein.

The widgets bring about a technical advantage in being able to visualizenot only technology feature usage, but also trends, and issues using thetechnology feature. For instance, in some embodiments, the systemprovides feedback commands to the materials handling vehicle. Feedbackcan be provided to tune the specific technology feature, such as toperform a software upgrade, calibrate, tune, arrange set points, set anoperating range, adjust a frequency, or other parameter that can affectperformance of the technology feature. In some embodiments, feedbackcommands are provided to an operating environment, such as to perform asoftware upgrade, calibrate, tune, arrange set points, set an operatingrange, adjust a frequency, or adjust other parameter that can affectperformance of the technology feature or otherwise control peripheralsthat assist the associated technology feature. For instance, detectedpoor performance in an APS can be due to poor RFID signal strength, theneed for calibration, etc.

In some embodiments, feedback commands are provided to trigger workflowsto implement remediation, optimize performance, improve the functioningof the corresponding materials handling vehicle itself, such as byadjusting controller setpoints to control speed, acceleration, braking,lift height, geo-feature recognition, etc.

Here, the materials handling vehicle may interact with the module server850 to communicate information back to a materials handling vehicle, byinteracting with a workflow 264, e.g., to communicate directly with aremote server, remote controller, remote maintenance scheduler, orremote equipment (e.g., RFID tags, ultra-wideband badges, transponders,mesh processors, positioning system components such as environmentallocation-based markers deployed in a work environment, etc.) to call inmaintenance, to performance tune the equipment, to disable theequipment, to enable the equipment, combinations thereof, etc.

For instance, a root cause of underutilization of a given technologyfeature such as APS may be low RFID tag health that is impacting theauto-positioning performance. Low RFID health may be difficult orotherwise not detectable absent aspects herein. As such, the utilizationof the technology feature may actually stimulate correction of assistivetechnology in the operating environment of the materials handlingvehicle. Moreover, interruptions or trends in technology usage(including trends for groups of operators based on operator shift,operator department, or a facility in which the operators work) canindicate an equipment issue, such as a mechanical defect that might nototherwise be detectable by electronic event/error codes alone.

Another example is an APS move interruption, e.g., where an operatorcancels a pick, cancelling APS, deactivating an interlock (such asdisengaging a sensor such as a hand or foot sensor), requesting brakingduring an APS move, etc.).

In view of the above, a process for implementing a materials handlingvehicle technology monitor, comprises receiving wirelessly, from a fleetof materials handling vehicles, electronic vehicle records. Eachelectronic vehicle record comprises technology feature data recorded bya controller on an associated materials handling vehicle in response toa corresponding technology feature on the materials handling vehiclebeing operated in a work environment by an operator. Each electronicvehicle record also includes an operator identification of the operatorof the materials handling vehicle at the time the technology featuredata is recorded.

For instance, as illustrated, each materials handling vehicle instanceincludes an industrial health monitor 842 that communicates electronicvehicle records across the network 804 to the module server 850 of theanalysis engine 814. Each electronic vehicle record comprises technologyfeature data recorded by at least one controller on the associatedmaterials handling vehicle in response to a corresponding technologyfeature on the materials handling vehicle being operated in a workenvironment by an operator. For instance, in the example of FIG. 8, anSCM module 820A communicates automation active data to the IHM 842.Also, the TCM 820B communicates speed data to the IHM 842. Moreover, theGCM communicates guidance acquired information to the IHM 842. The IHM842 condenses this collected information into an electronic vehiclerecord that characterizes technology feature-related information, e.g.,by sending to the module server 850, a distance traveled on wire, adistance on wire while using APS, etc.

In some embodiments, it may be desirable to track technology featureusage by operator. In this instance, each industrial health monitor 842further communicates to the module server 850, an operatoridentification of the operator of the materials handling vehicle that isoperating the materials handling vehicle at the time the technologyfeature data is recorded.

The process generates for each operator, an electronic measurement(e.g., via the usage process 852A and the usage trend process 852B inthis example) based upon a comparison of an expected technology featureusage (e.g., expressed as a threshold such as the above/below target854) compared to the technology feature data in the received electronicvehicle records, which are associated with the corresponding operator.

The process also comprises outputting (e.g., via the usage percentageand trend widget 852C, usage widget 858, etc.) to a dashboard, agraphical representation of the generated measurements.

In some embodiments, the system and corresponding process can performactive processes such as analyzing the generated measurements to detectwhether there is an equipment issue that is adversely affecting thecomparison for at least one operator, and automatically generating anelectronic signal that triggers a workflow at 860 to address thedetected equipment issue.

In this regard, automatically generating an electronic signal thattriggers a workflow at 860 to address the detected equipment issue canbe carried out by wirelessly communicating a signal to a materialshandling vehicle associated with the detected equipment issue toperformance tune the materials handling vehicle, the technology featurespecifically, or a combination thereof. A message can also becommunicated back as a maintenance item or maintenance checklist, e.g.,to require the operator to repair, reconnect, or change a setting. Forinstance, flow back to the module server 850 can trigger the moduleserver 850 to communicate back across the network 804 to the associatedindustrial health monitor 842, which can push any updates to therelevant control modules 820.

Automatically generating an electronic signal that triggers a workflowat 860 to address the detected equipment issue can also and/oralternatively be carried out by wirelessly communicating a signal to amaterials handling vehicle associated with the detected equipment issueto disable the technology feature. For instance, flow back to the moduleserver 850 can trigger the module server 850 to communicate back acrossthe network 804 to the associated industrial health monitor 842, whichcan push any updates to the technology feature 840, including a commandto disable the technology feature 840, to request diagnostic data, errorcodes, etc.

Yet further, automatically generating an electronic signal that triggersa workflow at 860 to address the detected equipment issue can alsoand/or alternatively be carried out by wirelessly communicating a signalto a processor or device in the working environment to performance tunean equipment that interacts with the technology feature on the materialshandling vehicles. For instance, a flow to the workflow 860 can causeelectronic devices, e.g., tags, UWB badges, electronic beacons, meshpoints, communication devices, machines, etc., deployed in the workingenvironment to be updated.

For instance, for a technology feature such as APS, in some embodiments,the travel paths available for an auto-positioning system can be definedby a guidance system. In an example implementation, a material handlingvehicle's steering is controlled using sensors mounted on the materialshandling vehicle to detect an electronic signal, e.g., transmittedthrough a wire embedded in the floor by a line driver; transmitted bypositioning markers, e.g., RFID tags, ultra-wideband badges, reflectorsand/or laser scanning systems, an environmental based location trackingdevice or other navigation system, position triangulation, deadreckoning, combinations thereof, controlled via rail guidance, etc.Here, the workflow 860 can tune the materials handling vehicle steeringsensors, the guidance system device(s), or a combination thereof, e.g.,to improve reliability, signal strength, tracking, synchronizing, etc.

Still further, automatically generating an electronic signal thattriggers a workflow at 860 to address the detected equipment issue canalso and/or alternatively comprise wirelessly communicating a signal toa processor in the working environment to disable an equipment thatinteracts with the technology feature on the materials handlingvehicles. For instance, certain features, such as RFID tag orultra-wideband badges can be programmed, reprogrammed, disabled,enabled, etc.

Referring to FIG. 9, an example dashboard output 900 is illustrated. Theexample dashboard is presented on a display on the materials handlingvehicle itself. The example shows an auto-positioning technology featurethat has diagnosed low RFID health and equipment issues. Moreover, ausage trend is illustrated. Since the example dashboard output is for adisplay on a materials handling vehicle, the graphically displayed datais directed to the specific instance of the materials handling vehicle,the operator, or a combination thereof. This information can enable anoperator to take action to remediate the situation. In this regard, thesystem can distinguish operator deficiencies in utilization of thetechnology feature from electronic deficiencies in the correspondingtechnology feature.

Referring to FIG. 10, an example dashboard output 1000 is illustrated ona tablet computer. The view of FIG. 9 differs from the view of FIG. 10in that the view of FIG. 9 is specific to the operator and/or theparticular materials handling vehicle upon which the display is mounted.The view of FIG. 10 is on a tablet computer and represents a datacollected across multiple operators operating multiple differentmaterials handling vehicles, e.g., a fleet. Here, trends can be computedfor groups of operators based on operator shift, operator department, ora facility in which the operators work, etc.

With reference to FIGS. 9 and 10 collectively, an operator can see theirspecific statistics, identify issues with the equipment being operated,and take action to correct any detected issues. Analogously, a managercan see an entire fleet or a subset of a fleet, see their specificstatistics, identify issues with the equipment being operated, and takeaction to correct any detected issues. In some embodiments, action tocorrect detected issues can be automated. For example, in someembodiments, the system learns patterns in technology usage and suggestsaction to operators whose usage patterns differ from the learned systempattern. In a sense, the system acts as a coach.

Based upon the dashboards, the use and trends of use of technology aremonitored, which can be utilized to determine how often/how much anassociated technology feature (e.g., auto-positioning) is utilized. Thiscan trigger coaching/training events, to allow correlation to be drawnacross technology usage, etc., an ability to study a total wire distancetraveled by one or more materials handling vehicles, to evaluate apercentage of that traveled wire distance using the auto-positioningsystem, and percentage of total travel distance not using autopositioning system (e.g., operating in manual mode). As furtherexamples, views can demonstrate usage trends to determine whetherchanges are necessary to auto-positioning hardware, etc. In someembodiments, coaching is carried out via onboard/dynamic coaching drivenby automated computer technology. In some embodiments however, coachingcan be carried out by triggering a notification to an entity such as asupervisor for person-to-person coaching.

As a few illustrative examples, the workflow 864 (FIG. 8) can triggerand fix problems that inhibit the use of the technology feature, e.g.,for APS, identify RFID health issues, generate alerts for materialshandling vehicles that have not used auto-position in a predeterminedperiod of time, etc.

By way of example, analysis of the output dashboards (widgets) canreveal whether fleet level technology feature usage trends are changing.Moreover, such visibility is across an entire fleet of vehicles,operators, or both. By trending, technical elements such as layout canbe correlated to changes in technology feature usage to triggerworkflows.

Proficiency Technology Feature Monitoring

Referring to FIG. 11, a block diagram 1100 illustrates an example of thecommunication between a materials handling vehicle and a remote serverto carry out aspects of technology usage monitoring, and automatedvehicle control responsive to technology usage monitoring, according toaspects herein. The block diagram 1100 can be implemented for example,by a materials handling vehicle 108, FIG. 1; 208, FIG. 2, 308, FIG. 3communicating with a remote server 112, FIG. 1, e.g., via an informationlinking device 202, FIG. 2, 302, FIG. 3.

The diagram 1100 is largely analogous to the diagram 500, FIG. 5 and/orthe diagram 800, FIG. 8. In this regard, like structure is illustratedwith like reference numerals 300 higher in FIG. 11 compared to FIG. 8,and 600 higher in FIG. 11 compared to FIG. 5. As such, the disclosure ofFIG. 5 and FIG. 8 are incorporated into the details of FIG. 11, and onlythose changes or differences are described in detail.

As illustrated in FIG. 11, electronics of a materials handling vehicle1108 include a plurality of control modules that are communicablycoupled to a vehicle network 1118. For example, in the illustratedexample, the control modules include a sensor control module (SCM) 220A,which outputs data, such as whether a hand is present on a presencesensor, whether a task is handled, whether automation is active, whethera pick is active, etc. The control modules can also include a vehiclecontrol module (VCM) 1120B. The VCM 220B outputs data, such as anindication as to whether a pedal is depressed, whether a gate is closed,etc.

The electronics of the materials handling vehicle 1108 also includes atechnology feature 1140, e.g., blending, APS, remote control, rackheight select, etc., as described more fully herein.

Moreover, an industrial health monitor 1142 is communicably coupled tothe vehicle network 1118. Analogous to that described in FIG. 8, theindustrial health monitor 1142 functions as a boundary intermediary,e.g., to control the flow of information between the correspondingmaterials handling vehicle and a remote server, e.g., a module server1150. The industrial health monitor 1142 collects technology informationfrom the various control modules 1120 such as proficiency event types,operator identification, vehicle identification, timestamps, etc.Moreover, the industrial health monitor 1142 communicates with a moduleserver 1150 across a communication path, such as a Wi-Fi, as illustratedby network 1104.

The module server 1150 feeds an ETL Pipeline, which comprises a set ofprocesses that extract data from the input received from the industrialhealth monitor 1142. The processes in the ETL pipeline collectivelytransform the data, and then load the data into an output destinationfor reporting, analysis, and data synchronization. For instance, ETLprocesses can include a proficiency of events process 1152, whichoutputs to a proficiency widget 1154. In some embodiments, theproficiency widget 1154 also provides drilldown reporting to visualizeon the display, the underlying data that contributes to the widgetoutput.

The proficiency widget 1154 generates widget data that can triggerworkflows based upon proficiency. For instance, the proficiency widget1154 can communicate with the module server 1150 (e.g., the moduleserver 1150 can read the values of the widgets and/or drill down detailinformation) and based upon the data values, send commands back to thematerials handling vehicle 1108, e.g., to performance tune the vehicle,performance tune the associated technology feature 1140, to update orrepair the technology feature, to lock out the vehicle, or take someother action to improve operation of the technology feature.

In some embodiments, the communication from the module server 1150 backto the materials handling vehicle via the industrial health monitor 1142can comprise instructions, training, or other operator-driving promptingto improve the operator interaction with the technology feature 1140.

The output of the proficiency widget 1154 can also drive a workflow1164, such that improvement, repair, or other modification to thetechnology feature 1140 is brought out via electronic control of anoperating environment in which the technology feature 1140 is operated.Feedback and workflow can be utilized for example, to diagnose and fixproblems that inhibit the use of technology feature. For instance, thesystem may immediately identify and address RFID tag health issues,Location Information Module (LEVI) issues (e.g., updating an RFIDreader, slot maps, tag maps logic for an auto-positioning system, logicfor an auto-fence system etc.), send an alert to vehicles and/ormanagement systems in indicate that the material handling vehicle'stechnology feature 1140 has not been used in a period of time, etc.

In some embodiments, feedback is directed back to the operator, e.g.,via coaching instructions, positive affirmations, corrections, or othersuitable messaging. Feedback can be based upon comparisons to benchmarkdata. Here, because an entire fleet is evaluated, the system knows whichoperators to coach, and what to coach them on based upon the collectedtechnology usage data.

By way of non-limiting example, by knowing relative relationshipsbetween technology feature interruptions (e.g., sensors indicate that anoperator's hands are off a necessary control, a foot is off a necessarypedal, a task is cancelled, a gate is being opened, etc., theninterruptions can be counted, organized, evaluated and presented back tothe operator (e.g., via the truck display—FIG. 9), or back to a manager(e.g., via the tablet—FIG. 10).

System Status

Referring to FIG. 12, a block diagram 1200 illustrates an example of thecommunication between a materials handling vehicle and a remote serverto carry out aspects of technology usage monitoring, and automatedvehicle control responsive to technology usage monitoring, according toaspects herein. The block diagram 1200 can be implemented for example,by a materials handling vehicle 108, FIG. 1; 208, FIG. 2, 308, FIG. 3communicating with a remote server 112, FIG. 1, e.g., via an informationlinking device 202, FIG. 2, 302, FIG. 3.

The diagram 1200 is largely analogous to the diagram 500, FIG. 5, thediagram 800, FIG. 8, the diagram 1100, FIG. 11 or combinations thereof.In this regard, like structure is illustrated with like referencenumerals 100 higher in FIG. 12 compared to FIG. 11; 400 higher in FIG.12 compared to FIG. 8, and 700 higher in FIG. 12 compared to FIG. 5. Assuch, the disclosure of FIG. 5, FIG. 8, and FIG. 11 are incorporatedinto the details of FIG. 12, and only those changes or differences aredescribed in detail.

As illustrated in FIG. 12, electronics of a materials handling vehicle1208 include a plurality of control modules 1220 that are communicablycoupled to a vehicle network 1218. For instance, in the illustratedexample, the control modules include a sensor control module (SCM)1220A, which outputs data, such as whether a pick has been accepted,etc. The control modules 1220 can also include a location informationmodule (LIM) 1220B. The LIM 1220B outputs data, such as whether a modulefault has been thrown, a tag health status indication, etc.

Moreover, an industrial health monitor 1242 is communicably coupled tothe vehicle network 1218. Analogous to that in other embodiments, theindustrial health monitor 1242 functions as a boundary intermediary,e.g., to control the flow of information between the correspondingmaterials handling vehicle and a remote server, e.g., a module server1250.

The industrial health monitor 1242 collects technology information fromthe various control modules 1220 (and optionally, other vehicleelectronics as described with reference to FIG. 3) such as proficiencyevent types, operator identification, vehicle identification,timestamps, etc.

The module server 1250 gathers information from the industrial healthmonitor 1242, such as information corresponding to whether a pick wasaccepted and an associated time stamp, a fault status, a tag ID, taghealth, etc.

The module server 1250 further feeds an ETL Pipeline, which comprises aset of processes that extract data from the input received from theindustrial health monitor 1242. For instance, ETL processes can includea last pick accepted process 1252, which outputs an indication of thelast pick accepted by each materials handling vehicle. The ETL can alsoinclude a module state 1254, which outputs status information withregard to the technology feature 1240. Yet further, the ETL includes anenvironmental status process 1256. The environmental status processoutputs the status of electronic devices that are deployed within anoperating environment to support the corresponding technology feature.For instance, in the context of an auto-positioning system, theenvironment status process 1256 can collect and output data regardingRFID tags, ultra-wideband badges, etc., which cooperate with theauto-positioning controls on the corresponding materials handlingvehicles.

The last pick accepted process 1252, the module status process 1254, andthe environment status process 1256 each output to a system statuswidget 1258. In some embodiments, the system status widget 1258 can alsooutput drill down reporting to visualize on the display, the underlyingdata that contributes to the widget output, as described more fullyherein.

The system status widget 1258 generates widget data that can triggerworkflows based upon the system status of a corresponding technologyfeature 1240. For instance, the system status widget 1258 cancommunicate with the module server 1250 (e.g., the module server 1250can read the values of the widgets and/or drill down detail information)and based upon the data values, send commands back to the materialshandling vehicle 1208, e.g., to performance tune the vehicle,performance tune the associated technology feature 1240, to update orrepair the technology feature, to lock out the vehicle, or take someother action to improve operation of the technology feature.

In some embodiments, the communication from the module server 1250 backto the materials handling vehicle 1208 via the industrial health monitor1242 can comprise instructions, training, or other operator-drivingprompting to improve the operator interaction with the technologyfeature 1240.

The output of the system status widget 1258 can also drive a workflow1260, such that improvement, repair, or other modification to thetechnology feature 1240 is brought out via electronic control of anoperating environment in which the technology feature 1240 is operated.Feedback and workflow can be utilized for example, to diagnose and fixproblems that inhibit the use of technology feature in a manneranalogous to that described in greater detail herein. For instance, thesystem may identify and address issues, such RFID tag health,ultra-wideband badge health, LIM issues, generate alerts where atechnology feature on an associated materials handling vehicle 1208 hasnot been used in a predetermined amount of time, etc.

In practical applications, the widget can output drill down informationsuch as an alarm status (e.g., new, old, resolved, etc.) The widgetdrill down information can also include a date, and type of healthissue. By way of non-limiting example, in the case of anauto-positioning system, the health issue can be presented as a locationbased issue (e.g., location information mode fault), a vehicleelectronics fault (e.g., a steer control mode fault), a load handlingautomation health issue (e.g., a hydraulics automated control modefault), identify repeated occurrences of similar event codes, etc.

As another example, an output drill down can identify the environmentasset type that supports the on-vehicle technology feature (e.g., RFIDtag, ultra-wideband badge), and the state of the asset. For instance,the drill down can list an RFID tag, an identifier for that RFID tag,the tag location, and the latest event associated with the asset (e.g.,health depleted, battery low, communication poor, etc.). The drill downcan also identify technology feature issues, such as by outputting anidentifier for the technology feature, the vehicle that the technologyfeature is installed on, a location of the materials handling vehicleassociated with the technology feature, and the latest event codeassociated with the technology feature (e.g., lost connection toindustrial vehicle data (see 118, FIG. 1), lost connection to thewarehouse management system (See WMS data 120, FIG. 1), lost connectionto the LIM data, (see LMS data 122, FIG. 1), lost connection to locationinformation (see Geo data 124, FIG. 1). The output can also identify amodule fault of the technology feature, a module fault of a sensor orcontroller on the materials handling vehicle responsible for supplyingdata to the IVM 1240, etc.

Map Status

Referring to FIG. 13, a block diagram 1300 illustrates an example of thecommunication between a materials handling vehicle and a remote server,according to aspects herein. The block diagram 1300 can be implementedfor example, by a materials handling vehicle 108, FIG. 1; 208, FIG. 2,308, FIG. 3 communicating with a remote server 112, FIG. 1, e.g., via aninformation linking device 202, FIG. 2, 302, FIG. 3.

The diagram 1300 is largely analogous to the diagram 500, FIG. 5, thediagram 800, FIG. 8, the diagram 1100, FIG. 11, the diagram 1200, FIG.12, or combinations thereof. In this regard, like structure isillustrated with like reference numerals 100 higher in FIG. 13 comparedto FIG. 12; 200 higher in FIG. 13 compared to FIG. 11, 500 higher inFIG. 13 compared to FIG. 8, and 800 higher in FIG. 13 compared to FIG.5. As such, the disclosure of FIG. 5, FIG. 8, FIG. 11, and FIG. 12 areincorporated into the details of FIG. 13, and only those changes ordifferences are described in detail.

As illustrated in FIG. 13, electronics of a materials handling vehicle1308 include a plurality of control modules 1320 that are communicablycoupled to a vehicle network 1318. For instance, in the illustratedexample, the control modules include a location information module (LIM)1320A. The LIM 1320A outputs data, such as a slot map version, an RFIDtag map version, ultra-wideband badge map version, etc., utilized by thematerials handling vehicle 1308.

Moreover, an industrial health monitor 1342 is communicably coupled tothe vehicle network 1318. Analogous to that in other embodiments, theindustrial health monitor 1342 functions as a boundary intermediary,e.g., to control the flow of information between the correspondingmaterials handling vehicle and a remote server, e.g., a module server1350.

The industrial health monitor 1342 collects technology information fromthe electronics of the industrial vehicle 1308, e.g., collectsinformation from the control module 1320A such as the slot map version,RFID tag map version, ultra-wideband badge version, etc. Moreover, theindustrial health monitor 1342 communicates with a module server 1350across a communication path, such as a Wi-Fi, as illustrated by network1304.

The module server 1350 gathers information from the industrial healthmonitor 1342, such as information corresponding to whether a pick wasaccepted and an associated time stamp, a fault status, a tag ID, taghealth, etc.

The module server 1350 further feeds an ETL Pipeline, which comprises aset of processes that extract data from the input received from theindustrial health monitor 1342. For instance, ETL processes can includea map version process 1352, which outputs an indication of the slot mapversion, RFID tag map version, ultra-wideband badge map version, etc.

The map version process 1352, outputs to a map version widget 1354. Insome embodiments, the map version widget 1354 can also output drill downreporting to visualize on the display, the underlying data thatcontributes to the widget output, as described more fully herein.

The map version widget 1354 generates widget data that can triggerworkflows based upon the system status of a corresponding technologyfeature 1340. For instance, the map version widget 1354 can communicatewith the module server 1350 (e.g., the module server 1350 can read thevalues of the widgets and/or drill down detail information) and basedupon the data values, send commands back to the materials handlingvehicle 1308, e.g., to performance tune the vehicle, performance tunethe associated technology feature 1340, to update or repair thetechnology feature, to lock out the vehicle, or take some other actionto improve operation of the technology feature.

In some embodiments, the communication from the module server 1350 backto the materials handling vehicle 708 via the industrial health monitor1342 can comprise instructions, training, or other operator-drivingprompting to improve the operator interaction with the technologyfeature 1340.

The output of the map version widget 1354 can also drive a workflow1360, such that improvement, repair, or other modification to thetechnology feature 1340 is brought out via electronic control of anoperating environment in which the technology feature 1340 is operated.Feedback and workflow can be utilized for example, to diagnose and fixproblems that inhibit the use of technology feature. For instance, thesystem may immediately identify and address issues, such as map issues,environmental positioning of electronic tag issues (e.g., locationinformation of RFID tags, ultra-wideband badges, etc.). The workflow canalso ensure that each materials handling vehicle 1308 has a correct andupdated map using an automated, electronic distribution mechanism. Inthis manner, a consolidated dashboard view visualizes data that canconfirm that each materials handling vehicle having the associatedtechnology feature 1340 has the correct map loaded into the local memoryof the vehicle controller.

Physiological Inputs to Technology Feature Tuning

In some embodiments, systems herein use specific operator data (e.g.,which can be collected by a wearable tracker, alertness monitor, healthtracker, etc., as tracker data) to fine tune the system, e.g., for closecalls between walk or ride determinations, to determine when automationor remote control should be implemented, etc.

By way of example, the system can weigh whether to provide coaching,assistance, automation, remote control, etc., dependent on an operator'shealth tracker data, and optionally, other data e.g., on what point inthe shift the operator is in. For instance, if the system recognizesthat operator is slowing down while walking due to fatigue later in anshift (e.g., based upon extracting a pace from generated recordscollected during the shift), operating parameters of technology featuressuch as remoted-controlled travel can be adjusted. Moreover, theoperator's physical state, mental alertness state, combinations thereof,other factors, etc., can be used to “tune” not only when to use or notuse the feature (e.g., remote controlled travel function), but also howthe function operates, e.g., by tuning acceleration, braking, speedlimits, etc. to function best within the capability of the operator.

Thus, aspects herein bring about a technical improvement of intelligentequipment control that adjusts the manner in which technology featuresoperate based upon an operator's physiological state.

Miscellaneous

The various workflows, e.g., workflow 560, FIG. 5, 860, FIG. 8, 1160,FIG. 11, 1260, FIG. 12, 1360, FIG. 13, and other actions, e.g., asinitiated by a controller on a materials handling vehicle, can becarried out based upon decisions made using a rules engine. Here, therules engine can encode actions based upon input conditions, so thatoutputs are triggered in a consistent manner. For instance, a rulesengine on the server, materials handling vehicle (or both) can defineparameters that evaluate the technology feature usage to a proper usage,define remediations, define messages including coaching and instructionmessages, control the display of information on the widgets, etc.

Aspects of the present disclosure enable managers to access theirfeature usage data instantly and in a glanceable fashion. Comparingoperators to a target in a visual way can help end users to identifyoperators who require help with technology features easily and timely.Also, in some embodiments, the visual format of the graphical userinterface of the dashboard is intended to be accessed from a mobiledevice, so that it helps facilitate a personal discussion withoperators. Automation and integration with a remote server also enablesworkflows to remediate errors, malfunctions, and issues that are notdirectly related to operator use/misuse/lack of use.

Aspects of the present disclosure provide a new feature usage target. Insome embodiments, the process identifies a feature usage targetpercentage area based on an evaluation of a facility's unique factorssuch as average inter-pick distances, aisle lengths, and pick patternsas well as based on historic WMS data (pick lists). This evaluation canalso be done automatically and for every pick run, if that data isprovided through a gateway between the materials handling vehicle dataand the WMS. This allows customization based upon environment.

Aspects herein also provide glanceable information about above/below/ontarget usage by operator. Moreover, the dashboard facilitates groupingoperators by their usage, identifying operators with additional trainingneeds. Aspects herein also provide a “paired time” metric, that measureshow much of a logged period of time, an operator also had a remotecontrol paired with a corresponding materials handling vehicle.

In some embodiments, the system can use vehicle data and intelligence todistinguish where use of a technology feature should be considered.Travel where it is inappropriate to use a technology feature, e.g.,remote-controlled travel, is not counted towards total travel in thisembodiment. For instance, where the steer wheel data illustrates that amaterials handling vehicle is traveling in an arc, an app on thematerials handling vehicle can infer that the operator reached an end ofan aisle and was entering an adjacent aisle. Here, it is inappropriateto use remote-controlled travel. As such, this distance is not countedas the total travel distance percentage for those dashboards (forinstance, FIG. 6, FIG. 7). As another example, if location trackingpositions a materials handling vehicle in a non-pick area, then thetravel distance in this non-pick area is not counted. Moreover,geofeatures can be used to tag pick aisles. Here, as the materialshandling vehicle enters the aisle and encounters the geofeature, thesystem starts accumulating travel distance as the “total distance”, etc.

In other embodiments, the range used to build the dashboards can causefeedback to materials handling vehicles to alter their performance. Forinstance, the range can tune feedback to a materials handling vehicle,e.g., to set a maximum remote control travel distance, travel speed,limit the number of times the feature is used, etc. Thus, the dynamictuning can reinforce dynamic coaching.

Materials Handling Vehicle Perspective

As noted in greater detail herein, a controller on a materials handlingvehicle runs program code to generate a vehicle record comprised ofmaterials handling vehicle-related data, e.g., travel data, technologyfeature usage data, sensor data, etc. For instance, the vehiclecontroller can read odometry data, e.g., by reading data from thetraction controller that is communicated across the vehicle network. Thevehicle-related travel data can also include pair status (whether thematerials handling vehicle is paired with a wireless remote control),the battery level of that control, etc.). Activation of the feature canbe detected by recognizing a command indicating a button press, bycounting occurrences of starting at rest, traveling, and then coming toa rest again under remote control, etc. Also, in some embodiments, anoperator must log into the materials handling vehicle before thematerials handling vehicle is enabled for normal operation. As such,usage can be tied to the operator rather than the materials handlingvehicle itself.

In an example embodiment, a record is created every time the materialshandling vehicle moves. The record can include measured data, computeddata, a combination thereof, etc. The controller is further programmedto transmit the generated vehicle record to the remote server to logsuch use.

In some embodiments, e.g., where implementing a remote-controlled travelfunction, the controller is further programmed to detect that travel ofthe materials handling responsive to the remote-controlled travelfunction was interrupted because an obstacle sensor on the materialshandling vehicle detected an obstacle in the travel path of thematerials handling vehicle causing the materials handling vehicle tostop. Here, the controller generates a vehicle record comprised ofmaterials handling vehicle travel data associated with theremote-controlled travel function and the detection of the obstacle, andtransmits the generated vehicle record to the remote server to logactivation of the obstacle sensor on the materials handling vehicle.

In still other embodiments, the controller is further programmed toreceive from the remote server, a report, and output the received reportto a display mounted on the materials handling vehicle. Here, the reportgraphically outputs to the display on the materials handling vehicle, agraphical representation of usage of the remote-controlled travelfunction for a predetermined period. In some embodiments, the graphicalrepresentation of usage of the remote controlled travel functioncomprises a graphical visualization of a total distance that thematerials handling vehicle traveled responsive to the remote controlledtravel function and a total distance that the materials handling vehicletraveled not using the remote controlled travel function for apredetermined period. Also, in some embodiments, the graphicalrepresentation comprises a graph of travel distance out of the totaltravel of the materials handling vehicle over a predetermined timeperiod. For instance, the graphical representation can be expressed as apercentage of travel responsive to the remote-controlled travel featurecompared to total travel distance.

In yet further example embodiments, the controller is further programmedto receive from the remote server, a report, and output the receivedreport to a display mounted on the materials handling vehicle. Here, thereport graphically outputs to the display on the materials handlingvehicle, a graphical representation of a trend of usage of the remotecontrolled travel function for a predetermined period, where the trendis overlaid with a target area range extracted from warehouse managementsystem data that defines a range of expected remote controlled travelover total travel.

In still further embodiments, the controller is further programmed toreceive from the remote server, a report, and output the received reportto a display mounted on the materials handling vehicle. Here, the reportgraphically outputs to the display on the materials handling vehicle, agraphical representation of time that the operator maintains theremote-control device paired with the remote-control receiver for apredetermined period.

Moreover, in still further embodiments, the controller is furtherprogrammed to receive from the remote server, an instruction to modify aperformance parameter of the materials handling vehicle responsivevehicle records associated with the operator over a predetermined periodof time, and communicate a command to at least one electronic controlmodule by communicating a message across the vehicle network to modifythe performance of the materials handling vehicle.

Observations

Aspects herein can apply to any add-on technology or assistance systemthat a materials handling vehicle is equipped with. Data and metricsabout technology usage (e.g., how often an assistance system is used)can be compared to other productivity metrics (e.g., pallets moved perhour from WMS). This comparison could help identify insufficient usageof assistance technology as a root problem for underperformingoperators.

Referring to FIG. 14, a block diagram of a data processing system isdepicted in accordance with the present disclosure. Data processingsystem 1400 includes one or more processors 1410 connected to memory1420 across a system bus 1430. A bus bridge 1440 is connected to thesystem bus 1430 and provides an interface to any number of peripherals,e.g., via an I/O bus 1450. Example peripherals include storage 1460(e.g., hard drives), removable media storage 1470 (e.g., tape drives,CD-ROM drives, FLASH drives, etc.), I/O 680 (e.g., keyboard, mouse,monitor, etc.), a network adapter 1490 or combinations thereof.

The memory 1420, storage 1450, removable media storage 1460 orcombinations thereof can be used to implement a computer usable storagemedium having computer usable program code embodied thereon. Thecomputer usable program code is read out and processed to implement anyaspect of the present disclosure, for example, to implement any aspectof any of the methods and/or system components illustrated in thepreceding FIGURES.

As will be appreciated by one skilled in the art, aspects of the presentdisclosure may be embodied as a system, method or computer programproduct. Furthermore, aspects of the present disclosure may take theform of a computer program product embodied in one or more computerreadable storage medium(s) having computer readable program codeembodied thereon.

The flowchart and block diagrams in the Figures illustrate thearchitecture, functionality, and operation of possible implementationsof systems, methods and computer program products according to variousembodiments of the present disclosure. In this regard, each block in theflowchart or block diagrams may represent a module, segment, or portionof code, which comprises one or more executable instructions forimplementing the specified logical function(s). In some alternativeimplementations, the functions noted in the block may occur out of theorder noted in the figures.

The terminology used herein is for the purpose of describing particularembodiments only and is not intended to be limiting of the disclosure.As used herein, the singular forms “a”, “an” and “the” are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. It will be further understood that the terms “comprises”and/or “comprising,” when used in this specification, specify thepresence of stated features, integers, steps, operations, elements,and/or components, but do not preclude the presence or addition of oneor more other features, integers, steps, operations, elements,components, and/or groups thereof.

The corresponding structures, materials, acts, and equivalents of allmeans or step plus function elements in the claims below are intended toinclude any structure, material, or act for performing the function incombination with other claimed elements as specifically claimed.

What is claimed is:
 1. A process for implementing a materials handlingvehicle technology monitor, comprising: receiving wirelessly, from afleet of materials handling vehicles, electronic vehicle records, eachelectronic vehicle record comprising: technology feature data recordedby a controller on an associated materials handling vehicle in responseto a corresponding technology feature on the materials handling vehiclebeing operated in a work environment by an operator; and an operatoridentification of the operator of the materials handling vehicle at thetime the technology feature data is recorded; generating for eachoperator, an electronic measurement based upon a comparison of anexpected technology feature usage compared to the technology featuredata in the received electronic vehicle records, which are associatedwith the corresponding operator; and outputting to a dashboard, agraphical representation of the generated measurements.
 2. The processof claim 1, wherein: the expected technology feature usage is defined bya target usage threshold designating a percentage of times that thetechnology feature was used; the target usage threshold defines apercentage of times that a technology feature is used properly, asdesignated by a rules engine that defines parameters that evaluate thetechnology feature usage to a proper usage; and the process furthercomprises outputting, to a display on a materials handling vehicle thathas logged at least one incorrect usage of the technology feature, acoaching message providing instructions on how to use the technologyfeature.
 3. The process of claim 1, wherein the technology featurecomprises an auto-positioning system that requires an operator to engagea control on the materials handling vehicle, the control coupled to acontrol module that communicates across a vehicle network.
 4. Theprocess of claim 3 further comprising detecting an error in theauto-positioning system based upon the generated measurements.
 5. Theprocess of claim 3 further comprising detecting an error in performanceof a vehicle component of the materials handling vehicle having theauto-positioning system based upon the generated measurements.
 6. Theprocess of claim 3, wherein: technology feature data recorded by acontroller on an associated materials handling vehicle comprises atleast one of a distance that the associated materials handling vehicletravels under wire guidance, a distance that the associated materialshandling vehicle travels under wire guidance using the auto-positioningsystem, or a distance that the associated materials handling vehicletravels under wire guidance in a manual mode not utilizing theauto-positioning system; and generating for each operator, an electronicmeasurement comprises computing an auto-positioning system usage basedupon the distance that the associated materials handling vehicle travelsunder wire guidance using the auto-positioning system relative to adistance traveled under wire guidance, and comparing the computedauto-positioning system usage to a target usage percentage that ispre-programmed.
 7. The process of claim 1 further comprising: computingtrends for operators, materials handling vehicles, or both; andcomparing the computed trends to expected trend parameters to identifyoperator trends that are deviating.
 8. The process of claim 7, wherein:computing trends for operators, materials handling vehicles, or bothcomprises computing trends for groups of operators based on operatorshift, operator department, or a facility in which the operators work.9. The process of claim 8 further comprising: outputting, to a displayon a corresponding materials handling vehicle, a message comprising: apositive reinforcement message if the operator's trend is deviatingpositively; and a negative reinforcement message if the operator's trendis deviating negatively.
 10. The process of claim 8 further comprising:outputting to a display on a corresponding materials handling vehicle, amessage comprising a training message instructing the operator in thecorrect operation of the materials handling vehicle where the operator'strend is deviating negatively.
 11. The process of claim 1, wherein:technology feature data recorded by a controller on an associatedmaterials handling vehicle in response to a corresponding technologyfeature on the materials handling vehicle being operated in a workenvironment by an operator comprises at least one of: collectingactivation information from a sensor control module; collecting speedinformation from a traction control module; or collecting guidanceacquired information from a guidance control module; and the processfurther comprises computing at least one of a usage or a usage trendbased upon pre-determined usage target settings.
 12. The process ofclaim 1 further comprising: analyzing the generated measurements todetect whether there is a detectable equipment issue that is adverselyaffecting the comparison for at least one operator; and automaticallygenerating an electronic signal that triggers a workflow to address thedetected equipment issue by: wirelessly communicating a signal to amaterials handling vehicle associated with the detected equipment issueto performance tune the technology feature; or wirelessly communicatinga signal to a materials handling vehicle associated with the detectedequipment issue to disable the technology feature.
 13. A process forimplementing a monitor for materials handling vehicles having a remotecontrol feature, comprising: receiving wirelessly, from a materialshandling vehicle being operated in a work environment by a correspondingoperator, electronic vehicle records, each electronic vehicle recordcomprising: travel-related data recorded by a controller on thematerials handling vehicle; and an operator identification of thecorresponding operator of the materials handling vehicle; parsing thevehicle records over a predetermined time period to extract dashboarddata including: a first travel distance that the materials handlingvehicle traveled over the predetermined time period, responsive to thecorresponding operator using a remote-controlled travel function; and atotal travel distance that the materials handling vehicle traveled overthe predetermined time period; establishing an expected travel distanceunder remote control to total travel distance for the predeterminedperiod of time; generating an electronic measurement of the expectedtravel distance under remote control to total travel distance for thepredetermined period of time compared to the recorded travel distanceunder remote control to total travel distance for the predeterminedperiod of time; and outputting to a dashboard, a graphicalrepresentation of the generated measurements.
 14. The process of claim13 further comprising: analyzing, for the corresponding operator, theelectronic measurement of the expected travel distance under remotecontrol to total travel distance for the predetermined period of timecompared to the recorded travel distance under remote control to totaltravel distance for the predetermined period of time; selecting amaterials handling vehicle control modification based upon the analysis;and wirelessly transmitting the materials handling vehicle controlmodification to the materials handling vehicle, wherein the materialshandling vehicle automatically implements the materials handling vehiclecontrol modification to affect operation thereof.
 15. The process ofclaim 13, wherein: receiving wirelessly, from the materials handlingvehicle, electronic vehicle records, comprises receiving electronicvehicle records indicating whether: travel occurred while aremote-control device was paired to a remote-control receiver; and thetravel occurred as a result of operation of the remote-control devicepaired to the remote-control receiver of the materials handling vehicleto implement the remote-controlled travel function; and outputting tothe dashboard, the graphical representation of the generatedmeasurements further comprises outputting a graphical representation of:an operator that is paired but does not operate the control feature ofthe remote-control device; an operator that uses the control feature tooinfrequently compared to a target usage; an operator that uses thecontrol feature too frequently compared to the target usage parameter;or an amount of time that a remote-control device is paired to aremote-control receiver of the corresponding materials handling vehicle.16. The process of claim 13 further comprising: outputting an indicationof a technical issue with a remote-control device paired to aremote-control receiver of the materials handling vehicle to implementthe remote-controlled travel function, the indication of the technicalissue comprising at least one of: a pairing failure; operating thematerials handling vehicle without a paired remote; and a number ofremote-controls reporting a low battery; and communicating a commandback to a materials handling vehicle that reports a technical issue, tomodify the performance of the materials handling vehicle to remedy thetechnical issue.
 17. The process of claim 13, wherein: establishing anexpected travel distance under remote control to total travel distancecomprises establishing the expected travel distance under remote controlto total travel distance as a range of ratios of travel distance underremote control to total travel distance; and outputting to thedashboard, the graphical representation of the generated measurementscomprises outputting a remote-control usage trend graph that trends acomparison of operator utilization of a control feature on aremote-control device paired to a remote-control receiver of thecorresponding materials handling vehicle to implement theremote-controlled travel function, to the range, over time.
 18. Amaterials handling vehicle, comprising: a power unit, the power unithaving a traction motor controller coupled to a traction motor thatdrives at least one steered wheel of the materials handling vehicle; afeature assistance system comprising a remote-control receiver thatpairs with a wireless remote-control device; an information linkingdevice that wirelessly communicates to a remote server computer; acontroller on the industrial vehicle that is coupled to memory, whereinthe controller runs program code stored in the memory to: receive acommand from the remote-control receiver to implement aremote-controlled travel function responsive to the remote-controlreceiver communicating with the paired remote-control device;communicate a command to the traction motor controller to cause thematerials handling vehicle to automatically advance responsive to thecommand to implement the remote-controlled travel function; generate avehicle record comprised of materials handling vehicle travel-relateddata associated with the remote-controlled travel function; and transmitthe generated vehicle record, by the information linking device, to theremote server to log use of the remote-controlled travel function. 19.The materials handling vehicle according to claim 18, wherein thecontroller is further programmed to communicate a command to thetraction motor controller to cause the materials handling vehicle toautomatically advance responsive to the command to implement theremote-controlled travel function where a distance to a next location iswithin a predetermined range.
 20. The materials handling vehicleaccording to claim 19, wherein the predetermined range is determinedbased upon a geofeature encountered by the materials handling vehicle.